Adverse driving event data recorder for a wheelchair securement system

ABSTRACT

A computing device is provided to monitor or ascertain various characteristics of one or more of a wheeled mobility device securement system, a wheeled mobility device, and an occupant of the wheeled mobility device. The computing device can send any and all data available to it, including but not limited to time, dynamic information concerning the vehicle, the wheeled mobility device securement system, the wheeled mobility device, and the occupant, the actions taken by the computing device during an adverse driving condition, and when those actions were taken, to memory for use after the adverse driving event for analysis purposes to understand and recreate the event.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.17/611,692, filed on Nov. 16, 2021, which is a national stage filing ofPCT Application No. PCT/US2020/034186, filed on May 22, 2020, whichclaims priority to U.S. Provisional Patent Application No. 62/851,466,filed on May 22, 2019, the contents of which are incorporated herein byreference. Further, U.S. Provisional Patent Application No. 62/751,277,filed on Oct. 26, 2018 and U.S. Provisional Patent Application No.62/825,325, filed on Mar. 28, 2019, are incorporated herein byreference.

FIELD OF THE DISCLOSURE

The embodiments described and claimed herein relate generally tosecurement systems for mobility devices, and more particularly to acomprehensive energy management system for controlling excursion of awheeled mobility device and its occupant during various adverse drivingscenarios and modes, such as vehicle impacts and aggressive maneuvers.

BACKGROUND

In the current state of automotive safety systems, it is common for beltpre-tensioners, deployable airbags, and other timed safety systems to beutilized. These safety systems rely on a crash signal originating fromthe vehicle. At the time of a collision, the vehicle system willdetermine that a collision of a certain magnitude has occurred, whichwill then send an immediate signal to the vehicle safety systems. Thesesafety systems in turn deploy as quickly as possible, in order to befunctioning before the force of the collision is transferred to theoccupant. Unfortunately, these existing vehicle safety systems are nottransferrable to secure passengers seated in their wheeled mobilitydevice in the vehicle during transit. This is because there aresignificant differences between securing an occupant in an ambulatorypassenger seat in a vehicle and securing an occupant in a wheelchairpassenger's seat (i.e., the wheeled mobility device/wheelchair).

One such difference relates to the seat or chair, which in all safetysystems is a critical component. The seat for an ambulatory passenger isintegral with the vehicle and can be considered to be fixed rigidly inplace to the vehicle during adverse driving conditions. The shape of theseat is designed for crash support of the occupant, and the seat isdesigned to not move during a crash. In that respect, seats forambulatory passengers will not contribute to additional passengermovement nor will it interfere with the forward excursions of theoccupant during impact. Moreover, seats for ambulatory passengers willsupport rear excursions of the occupant (i.e., will block and loadlimits the ambulatory passenger's rear movement) and will significantlyreduce the associated rear excursion. Therefore, in the current state oftechnology for ambulatory passengers, the seating system does notexacerbate excursions and only supports the passenger during excursions.

The same is not true for a wheeled mobility device, where thepassenger's seating system is not integral to the vehicle. Rather, thewheeled mobility device is temporarily fixed to the vehicle, in somecases with securements systems that can be “elastic” in nature and cangive and stretch and be significantly affected by an adverse drivingcondition. For example, a typical system will include tie-downs formedof webbing that not only will stretch and allow movement of the wheeledmobility device during transit, but also may unspool (i.e., even whenthe spool is locked, loosely wrapped webbing can spool out). In theexample of a forward impact, both the wheeled mobility device (i.e., theseat) and the passenger commence to move forward (i.e., forwardexcursions), albeit at different times and different rates. In theexample of a rebound (or a rear impact), both the mobility device andthe passenger commence to move rearward (i.e., rearward excursion),again, at different times and different rates. The mobility device andthe passenger can also both experience side excursions in the case ofside impacts, roll overs, or in front/rear impacts that involverotational forces (i.e., mobility device and passenger can move alongany axis, including vertical and horizontal axes), again, at differenttimes and different rates.

Herein, unless the context suggests otherwise, the term “forward” refersto the “forward” direction of the vehicle, not the direction of thewheeled mobility device which can be installed in forward-facing,rear-facing, and side-facing orientations. Forward, rearward, sideward,and vertical excursions of the wheeled mobility device are limited bytie-downs, bumpers and/or other securement members, whereas theexcursion of the passenger is separately limited by the combination ofthe occupant restraints and the chair (e.g., in a forward-facing system:the occupant restraints limit movement of the passenger in the case of aforward excursion, the seat back limits movement of the passenger in thecase of a rear excursion, the seat bottom limits movement of thepassenger in the case of a downward excursion, the occupant restraintslimit movement of the passenger in the case of an upward excursion, andoccupant restraints and armrests limit movement of the passenger in thecase of a side excursion).

In such a dynamic environment, both objects (i.e., the passenger and thechair) move independently and can interfere with each other's respectiveexcursions. For example, the wheeled mobility device can compress theoccupant against the occupant restraints (thereby exposing the occupantrestraints to the combined weight of the occupant and the chair) and/orexacerbate or reduce the occupant's excursion (e.g., in a forward facingsystem, the wheeled mobility device can propel the occupant in a forwardexcursion and slow down the occupant a rearward excursion). The occupantcan similarly impact the wheeled mobility device's excursion (e.g., theoccupant can push the wheeled mobility device and expose the tie-downsto the combined weight of the chair and the occupant).

Additionally, the fastening or tie-down methods for an ambulatory seatand a wheelchair are drastically different. In the case of a regularvehicle seat that is fixed via fasteners (i.e., bolts or a weldment),the method of securement does not contribute to any additional forwardexcursion of the seat. For example, if the seat is bolted down, thebolts do not allow the seat to move in impact and do not exacerbate arebound event. However, in the case of a wheelchair passenger beingsecured, the method of securement usually allows for and exacerbatesexcursions. In the case of a 4-point tie down system that utilizesretractors with flexible webbing, webbing stretch along withspooling-out can contribute to an increase in excursions (i.e., the morestretch/webbing movement the more the chair can travel). Moreover, theenergy stored in the webbing due to stretching can be released at theend of an initial excursion and exacerbate a rebound event (i.e., asecondary excursion in an opposite direction) and cause oscillations ofboth the wheeled mobility device and passenger. Further yet, duringexcursions, certain retractors can experience undesirable slack in itswebbing, whereby the retractor will be unable to prevent or minimize arebound event.

The separate securement of the occupant and wheeled mobility deviceallows for independent and dynamic movement (or reactions) andinteractions for both the occupant and the chair. Because they do nottake into account a moving seat, existing vehicle safety systems forambulatory passengers are inadequate and cannot be utilized to secure awheeled mobility device and its occupant in a vehicle. Existing vehiclesafety systems also do not take into account the separate nature of thesecondary and tertiary events (i.e., occurring at different times) forthe seat and occupant, such as rebounds, oscillations, or whiplash.Existing vehicle safety systems also are designed to activate at themoment of impact, prior to the occupant feeling the forces or movingforward significantly, and do not take into account the type ofsecondary and tertiary events that occur in wheelchair securementsystems, including but not limited to rebounds exacerbated by therelease of stored energy in tie-downs and the creation of unwanted slackin tie-downs.

Accordingly, there is a need in the art for a vehicle safety system andcontroller that takes into consideration the independent and dynamicnature of wheeled mobility device securement. Such a controller couldutilize various types of safety equipment such as fast-acting tensionersor releasers for wheelchair tie downs (e.g., retractors) and occupantbelt systems (which could also include retractors), and otherfast-acting vehicle safety systems (e.g., movable bumpers, air bags,secondary securement members) and control them in such a way as toproduce the best possible outcome for the safety of the passenger. Sucha controller could be programmed to understand, or determine andanalyze, the crash or adverse event occurring and the reactions oranticipated reactions of the wheeled mobility device and passenger, andthen deploy the appropriate safety systems at the appropriate times.

SUMMARY OF THE EMBODIMENTS

The proposed embodiments solve the shortcomings of the prior art and canprovide a comprehensive energy management system for any number ofdifferent wheeled mobility device securement systems. In one aspect, asystem is configured to use tensioning and/or load-limiting technologyin a way that takes into account the excursion of the wheelchair and theresultant secondary excursion (i.e., whiplash/rebound) or tertiarymovements (oscillations) of that wheeled mobility device (i.e., afterwhiplash). Such a system could apply one or more tensioning events atpredetermined or calculated moments in order to reduce secondary andtertiary excursions of the wheelchair. Additionally, the controller canascertain or determine multiple states of crash or non-crash scenarios(e.g., can determine a long duration turn versus a heavy brakingincident at 1 g versus a mild crash at 5 g, etc.) in order to select theappropriate safety system to utilize and to provide appropriate timingfor the selected safety systems in the vehicle.

For example, in the case of a forward collision utilizing a four-pointtie-down with the wheeled mobility device secured in a forward-facingposition (occupant is facing toward the front of the vehicle, with twotie-downs in the front and two tie-downs in the rear), one embodiment ofa controller could receive or register a crash signal at the moment ofimpact (either independently through integrated technology such as anaccelerometer or alternatively received from a signal generated by thevehicle crash detection equipment), allowing for an initial tensioningsimilar to the current state of safety equipment (i.e., upon receipt ofcrash signal from the vehicle, the controller can trigger an occupantbelt pre-tensioner and any other pre-tensioning equipment, including forthe wheelchair tie-downs). Due to spooling-out and the elastic nature ofthe tie downs, the wheeled mobility device and occupant will begin theirforward excursion, which will stretch the rear tie-downs and introduceslack into the front tie-downs (because typical auto-retractingretractors cannot spool in quickly enough during a crash event to takeup the slack). The controller would then register (i.e., determine orapproximate or sense) the moment of whiplash/rebound where the directionof excursion for the wheelchair or passenger changes from frontward torearward. At this point-in-time, the controller will trigger afast-acting tensioning device that will quickly pull in the slackwebbing onto the retractor spool, which will help reduce the rearwardexcursion. The controller can be programmed to trigger furthertensioning devices at appropriate times to minimize furtheroscillations. For example, the controller can register the moment thewheeled mobility device changes direction from rearward to forward, andtrigger fast-acting tensioning devices to spool up any slack in thewebbing for the rear retractors. Each tensioning device could beconfigured to trigger more than once, whereby multiple oscillations thatmay occur during a severe accident can be controlled. Similarly, theoccupant restraints and wheelchair tie-downs could include multipletensioning devices, where one tensioning device is triggered for eachoscillation.

Other embodiments, which include some combination of the featuresdiscussed above and below, and other features which are known in theart, are contemplated as falling within the claims even if suchembodiments are not specifically identified and discussed herein.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a collection of diagrams that shows the independentrelationship and dynamic nature of the movements of a wheeled mobilitydevice and its passenger during a forward impact;

FIG. 2 is shows an exemplary energy management system by which varioussafety systems in a wheeled mobility device securement system can beimplemented;

FIG. 3 is a flow chart showing exemplary logic that could be utilized bythe exemplary energy management system to implement various safetysystems;

FIGS. 4-8 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a forward-facing, four-point tie-down securement systemduring a front impact;

FIGS. 9-13 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a forward-facing, four-point tie-down securement systemduring a left-side impact, with the rear tie-downs angled away from eachother as they extend from the vehicle to the wheeled mobility device;

FIGS. 14-18 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a forward-facing, four-point tie-down securement systemduring a left-side impact, with the rear tie-downs angled toward eachother as they extend from the vehicle to the wheeled mobility device;

FIGS. 19-23 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a forward-facing, three-point tie-down with bumpersecurement system during a front impact;

FIGS. 24-28 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a forward-facing, three-point tie-down with bumpersecurement system during a left-side impact;

FIGS. 29-33 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a first embodiment of a forward-facing, two-point tie-downwith bumper securement system during a front impact;

FIGS. 34-38 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a first embodiment of a forward-facing, two-point tie-downwith bumper securement system during a left-side impact;

FIGS. 39-43 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a second embodiment of a forward-facing, two-pointtie-down with bumper securement system during a front impact;

FIGS. 44-48 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a second embodiment of a forward-facing, two-pointtie-down with bumper securement system during a left-side impact;

FIGS. 49-53 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a third embodiment of a forward-facing, two-point tie-downwith bumper securement system during a front impact;

FIGS. 54-58 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a third embodiment of a forward-facing, two-point tie-downwith bumper securement system during a left-side impact;

FIGS. 59-62 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a forward-facing, compression-based securement systemduring a front impact;

FIGS. 63-66 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a compression-based securement system during a left-sideimpact;

FIGS. 67-71 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a forward-facing, tie-down-and bumper-based securementsystem during a right-side rollover;

FIGS. 72-76 are a collection of schematics demonstrating an exemplaryimplementation of an energy management system to control oscillatingexcursions in a forward-facing, compression-based securement systemduring a right-side rollover;

FIGS. 77-78 depict a bumper having a safety device in the form of aninflatable bladder;

FIGS. 79-80 depict a bumper having a safety device in the form of amagnetorheological-fluid-filled bladder;

FIG. 81 depicts a bumper having a safety device in the form ofextremities that can engage with the contour of the wheeled mobilitydevice;

FIG. 82 depicts a bumper having a gripping member that can grip astructure on the wheeled mobility device;

FIGS. 83-84 depict bumpers that are moveable from a stored positionflush in the floor of the vehicle to an engaged position where thebumper engages with inward facing structures on the wheeled mobilitydevice; and,

FIGS. 85-97 depict various embodiments of airbags for controllingexcursions of the wheeled mobility device and passenger.

It should be understood that the drawings are not necessarily to scaleand that the embodiments are sometimes illustrated by graphic symbols,phantom lines, diagrammatic representations and fragmentary views. Incertain instances, details which are not necessary for an understandingof the embodiments described and claimed herein or which render otherdetails difficult to perceive may have been omitted. It should beunderstood, of course, that the inventions described herein are notnecessarily limited to the particular embodiments illustrated. Indeed,it is expected that persons of ordinary skill in the art may devise anumber of alternative configurations that are similar and equivalent tothe embodiments shown and described herein without departing from thespirit and scope of the claims.

Like reference numerals will be used to refer to like or similar partsfrom Figure to Figure in the following detailed description of thedrawings.

DETAILED DESCRIPTION OF THE EMBODIMENTS

FIG. 1 is a diagram that demonstrates the independent relationship anddynamic nature of the excursions of a wheeled mobility device and itspassenger during a typical, forward vehicle impact. In the line chart atthe top of FIG. 1 , the y-axis represents the excursion distancerelative to initial position, the x-axis represents time, the solid linerepresents the excursion of the wheeled mobility device, and the dashedline represents the excursion of the passenger. Time T0, at the originof the chart, represents the time of the impact event, which in thisexample is a forward impact (i.e., where the vehicle sees a rearwarddirected force that accelerates the vehicle in a rearward direction; forexample, stops the vehicle from forward travel). Time T1 c representsthe time when the chair (i.e., the wheeled mobility device) will beginits forward excursion. Time T1 p represents the time when the passengerwill begin its forward excursion. Time T2 c represents the time when thechair ends its forward excursion and begins its rebound/whiplash, orrearward excursion. Time T2 p represents the time when the passengerends its forward excursion and begins its rebound/whiplash, or rearwardexcursion. Time T3 c represents the time when the chair ends itsrearward excursion and begins another rebound, or second forwardexcursion. Time T3 p represents the time when the passenger ends itsrearward excursion and begins another rebound, or second forwardexcursion. Additional oscillations may occur depending on the severityof the impact, in a similar manner as shown for the previous excursions.

As discussed above, the mechanisms in typical automatic retractors arenot fast enough to react during an accident to draw in loose webbingthat results from chair movement. This will result in the introductionof slack in the belts of various retractors during the various phases ofthe accident. The introduction of slack is depicted in a series ofschematics directly below the line chart, where the vertical line 10represents the chair, the angled line 20 on the left of the chair 10represents the rear tie-down that secures the chair 10 to the floor, andthe angled line 30 on the right of the chair 10 represents the fronttie-down that secures the chair 10 to the floor. At both T0 and T1 c,before the chair 10 begins its excursion, the rear tie-down 20 and fronttie-down 30, if properly secured, will be taut as shown. At T2 c, afterthe chair 10 has moved forward (forward excursion), the rear tie-down 10will still be taut; however, slack webbing will be introduced into thefront tie-down 30, as shown. Beginning at T2 c, the chair will begin itsrear excursion, which will be exacerbated by the energy stored in thestretched rear tie-downs 20. At T3 c, after the chair 10 has movedrearward (rearward excursion), the slack in the front tie-down 30 willbe removed, and slack will be introduced into the rear tie-down 20, asshown.

Notably, it can be seen that there can be significant delays betweenwhen the chair begins and ends any given excursion (i.e., T1 c, T2 c, T3c) and when the passenger begins and ends any given excursion (i.e., T1p, T2 p, T3 p). This can result in interactions between the chair andthe passengers, as shown in a series of schematics at the bottom of FIG.1 . At T0 and T1 c, the passenger can be assumed to be sitting in anormal position. Beginning at T1 c and continuing until T1 p, the chair10 will begin its forward excursion while the passenger 5 will begenerally stationary, both relative to the vehicle. This introduces thepossibility that the seat back of the chair 10 will hit the back of thepassenger 5, as shown schematically at T1 p. The chair 10 could thenproceed to compress the passenger 5 against the occupant restraints,thereby increasing the chance of injury. In addition, by exerting forceon the passenger 5, some amount of the force from the chair 10 movementwill be transferred from the tie-downs to the occupant restraints, aless than ideal situation. After contacting each other, the chair 10 andpassenger 5 may proceed their forward excursion in concert until T2 c,when the chair 10 rebounds, while the passenger 5 continues his or herforward excursion. By time T2 p, a space may again be introduced betweenthe chair 10 and the passenger 5, as shown schematically. The spacebetween the chair and passenger may later be closed, particularly afterT3 c, after the chair 10 ends its initial rebound and begins a secondaryrebound in a forward direction. The seat back of the chair 10 may againcontact the back of the passenger 5, as shown schematically at T3 p.

As it can be appreciated, the wheeled mobility device and passenger willexhibit independent excursions and may dynamically interact in otheradverse driving conditions, such as impacts on other sides of thevehicle, angled impacts, offset impacts, rollovers, heavy braking, sharpturns, and long duration turns. Accordingly, there is a need for anenergy management system that can interact with various safety systemsto control the energy associated with the various excursions of thewheeled mobility device and passenger during such adverse drivingconditions.

FIG. 2 shows such an energy management system 100 by which varioussafety systems can be automated. The system 100 may include a computingdevice 110 that can perform some or all of the processes described aboveand below. The computing device 110 may include a processor 120, storage140, an input/output (I/O) interface 130, and a communications bus 170.The bus 170 connects to and enables communication between the processor120 and the components of the computing device 110 in accordance withknown techniques. Note that in some computing devices there may bemultiple processors incorporated therein, and in some systems there maybe multiple computing devices.

The processor 120 communicates with storage 140 via the bus 170. Storage140 may include memory, such as Random Access Memory (RAM), Read OnlyMemory (ROM), flash memory, etc., which is directly accessible. Storagemay also include a secondary storage device, such as a hard disk ordisks (which may be internal or external), which is accessible withadditional interface hardware and software as is known and customary inthe art. Note that a computing device 110 may have multiple memories(e.g., RAM and ROM), multiple secondary storage devices, and multipleremovable storage devices (e.g., USB drive and optical drive).

The computing device 110 may also communicate with other computingdevices, computers, workstations, etc. or networks thereof through acommunications adapter 150, such as a telephone, cable, or wirelessmodem, ISDN Adapter, DSL adapter, Local Area Network (LAN) adapter, orother communications channel. Note that the computing device 110 may usemultiple communication adapters for making the necessary communicationconnections (e.g., a telephone modem card and a LAN adapter). Thecomputing device 110 may be associated with other computing devices in aLAN or WAN. All these configurations, as well as the appropriatecommunications hardware and software, are known in the art.

The computing device 110 provides the facility for running software,such as Operating System software and Application software. Note thatsuch software executes tasks and may communicate with various softwarecomponents on this and other computing devices. As will be understood byone of ordinary skill in the art, computer programs such as thatdescribed herein are typically distributed as part of a computer programproduct that has a computer useable media or medium containing orstoring the program code. Such media may include a computer memory (RAMand/or ROM), a diskette, a tape, a compact disc, a DVD, an integratedcircuit, a programmable logic array (PLA), a remote transmission over acommunications circuit, a remote transmission over a wireless networksuch as a cellular network, or any other medium useable by computerswith or without proper adapter interfaces

The computing device 110 may be located onboard a wheeled mobilitydevice securement system, or may be located remotely in the vehicle orelsewhere. In general, the computing device 110 may be programmed to orincludes a computer program product that may be configured to: monitoror ascertain various characteristics of one or more of the vehicle, thewheeled mobility device securement system (including but not limited tothe types of securement systems described herein), the wheeled mobilitydevice, and the passenger; determine or approximate or ascertain thetiming for various phases of an adverse driving condition, select anappropriate safety system or systems to trigger in any given phase; andtrigger the appropriate safety system(s) at the ideal time(s). Thecomputing device 110 may operate with machine language and receiverelevant information, signals, data or input from one or more sensors,devices, or other external sources (collectively, 160), to inform theenergy management process. The computing device may also receiveadditional information, signals, data or input, including from thestorage 140 and/or one or more communications adapter 150, the vehicle195, and user panels 190. The computing device 110 may then determineappropriate actions and initiate them via designated outputs. Forexample, the computing device 110 may issue instructions, in the form ofsignals, to various safety system components 180 for the securementsystem, including but not limited to fast-acting tensioners, moveablebumpers, air bags, and supplemental securement members, according tological algorithm included with the computer program product.

The processor 120 may be configured to communicate with the vehicleoperator and/or the wheelchair passenger through one or more optionalinterface panels 190. The panels 190 may contain command switches orbuttons that produce signals, as well as indicator lights, audiblealarms, and voice, with optional text or full graphic displays withtouch-sensing capabilities. The panels 190 may be a wall-mounted unit, awired or wireless remote control, or even an application running on atablet or mobile device, such as an iPhone.

The computing device 110 may be configured communicate with the vehicle195 (e.g., the controller, collision detection system, etc.) to sendinformation regarding the status of the securement and safety systems,as well as to receive information concerning the status of the vehicle.For example, the computing device 110 may be configured to send signalsto the vehicle 195 indicating that the wheeled mobility device isproperly secured by the securement system, whereby the vehicle may beinterlocked until a proper securement signal is received. The computingdevice 110 may be configured to receive signals from the vehicle 195representative of the status and/or various dynamic conditions of thevehicle, including but not limited to: the location, direction oftravel, velocity, and acceleration/deceleration of the vehicle along oneor more of the x-, y-, and z-axes; the time an impact occurs; themagnitude, direction and/or type of the impact; the location, distance,direction, velocity, and/or approaching velocity of other vehicles orobstructions; the probability of a collision occurring; estimated timeof collision; vehicle stopped; vehicle neutralized, in gear, out ofgear, in park, powered down, etc.; vehicle brake applied; vehicleaccelerator applied; steering wheel position; vehicle door status; andany other information that may be accessible from the vehicle systems.

Any such information that can be obtained from the vehicle may also beascertained or calculated independently by the computing device 110 andassociated sensors and other technology, including accelerometers, GPSreceivers, sonar, and the like. For example, the computing device 110may be configured to communicate with external sources 160 to receiveinformation concerning the vehicle. More particularly, the computingdevice 110 may be configured to receive inputs, from various externalsources 160 such as proximity sensors, accelerometers, sonar-basedsystems (or similar systems using different technology, such as lidar),GPS receivers, video analytic systems, and collision detection systems,that are representative of the status and/or various dynamic conditionsof the vehicle, including but not limited to: the location, direction,velocity, and acceleration/deceleration of the vehicle along one or moreof the x-, y-, and z-axes; the time an impact occurs; the magnitude,direction and/or type of the impact; the location, distance, direction,velocity and/or approaching velocity of other vehicles or obstructions;the probability of a collision occurring; estimated time of collision;vehicle stopped; vehicle neutralized, in gear, out of gear, in park,powered down, etc.; vehicle brake applied; vehicle accelerator applied;steering wheel position; and vehicle door status.

The computing device 110 may be configured to communicate with externalsources 160 to receive information concerning the wheeled mobilitydevice securement system. In the simplest of systems, a sensor couldprovide a signal to the computing device 110 indicating that a wheeledmobility device is being secured. See, for example, U.S. ProvisionalPatent Application No. 62/751,277, filed on Oct. 26, 2018, which isincorporated herein by reference. In more complex systems, a one or moresensors could be used to provide various characteristics of thesecurement system. For example, in a tie-down based securement system,sensors may be used to detect how many, which, and the type of tie-downbeing used to secure a wheeled mobility device, whether and the type ofthe occupant restraints being used to secure the passenger, the tensionin the strap for the tie-downs and occupant restraints, and the verticaland horizontal angles of the various tie-downs and occupant restraints.In one embodiment, sensors (e.g., a proximity sensor) could be sewn intothe webbing of each retractor whereby a signal can be sent to thecomputing device 110 when the webbing is either fully retracted,withdrawn partially, or withdrawn a predetermined distance. In otherembodiments, sensors (e.g., encoders attached or associated with atie-down spool) could be used to detect more precisely how much webbingor strap has been withdrawn. In addition, sensors (e.g., load cells,strain gauges, angle sensors, etc.) could be used with the wheelchairtie-downs and occupant restraints (e.g., at the connection point to thevehicle and/or wheeled mobility device, on the webbing/strap, on thespool or gearing, etc.) to detect the amount of tension and angles inthe webbing/strap. In another embodiment, a video-based analytic systemcould be used to confirm which tie-downs and occupant restraints arebeing used, and to detect the length of webbing/strap that has beenwithdrawn from the retractor and the vertical and horizontal angles ofthe webbing/strap. If the tie-down system includes a moveable bumper,sensors (e.g., proximity sensors, motor current sensors, etc.) may beused to detect the position of bumper and the amount of force beingexerted on the wheeled mobility device by the bumper. As anotherexample, in a compression-based securement system, such as the Q'StraintQuantum, sensors (e.g., proximity sensors) could be used to confirm thatthe engagement members (bumpers) are properly engaged with the sides ofa wheeled mobility device and to provide information concerning theposition of the engagement members. Sensors (e.g., motor currentsensors) could also be used to provide information representative of theforce being exerted on the wheeled mobility device by the engagementmembers. A video-based analytic system could be used to provideinformation concerning the position of the engagement members. Asanother example, in a docking station-based system, such as theQ'Straint QLK, sensors (e.g., proximity sensors) could be used toconfirm when a wheelchair bracket is properly engaged in the dockingsystem.

The computing device 110 may be configured to communicate with externalsources 160 to receive information concerning the wheeled mobilitydevice. The computing device 110 may be configured to receive one ormore inputs from one or more sensors or other devices 160 that areindicative of one or more of the following characteristics: a wheeledmobility device being present on the vehicle; the position of the WMD inthe vehicle or in WMD securement system; the orientation of the WMD(forward-facing, rear-facing, side-facing); the type, size, weight,and/or center of gravity of wheeled mobility device being secured (orthe combined weight or center of gravity of the wheeled mobility deviceand passenger); and/or WMD movement while the vehicle is in transit andduring an adverse driving condition, including but not limited to itsdirection of movement, velocity, and acceleration/deceleration. Thosesensors or devices 160 may include one or more of a floor pressuresensor that senses the wheel locations, proximity sensors,accelerometers mounted to the WMD or the hooks on the tie-downs, anarray of IR beams, a WMD-mounted or occupant-retained RFID tag,WMD-mounted or occupant-retained QR code, and/or a camera and imagerecognition software (i.e., a video-based analytic system). See, forexample, the various sensors disclosed in U.S. Provisional PatentApplication No. 62/825,325, filed on Mar. 28, 2019, which isincorporated herein by reference.

The computing device 110 may be configured to communicate with externalsources 160 to receive information concerning the passenger seated inthe wheeled mobility device. The computing device 110 may be configuredto receive one or more inputs from one or more sensors or other devices160 that are indicative of one or more of the following characteristics:the identity of the passenger present on the vehicle; the position ofthe passenger, or any portion of the passenger (e.g., head, torso, arms,legs) in the vehicle or in WMD securement system; the orientation of thepassenger (forward-facing, rear-facing, side-facing); the height, size,weight, or center of gravity of the passenger being secured (or thecombined weight or center of gravity of the wheeled mobility device andpassenger); and/or passenger movement while the vehicle is in transitand during an adverse driving condition, including but not limited tothe passenger's direction of movement, velocity, andacceleration/deceleration. Those sensors or devices 160 may include oneor more of a floor pressure sensor, proximity sensors, accelerometersmounted to the passenger or the occupant restraint, an array of IRbeams, a WMD-mounted or occupant-retained RFID tag, WMD-mounted oroccupant-retained QR code, and/or a camera and image recognitionsoftware (i.e., a video-based analytic system). See, for example, thevarious sensors disclosed in U.S. Provisional Patent Application No.62/825,325, filed on Mar. 28, 2019, which is incorporated herein byreference.

The computing device 110 may also communicate with a central monitoringfacility through the communications adapter 150, for example fordiagnostic reasons and/or database and software updates, etc., or toprovide updates regarding the status of the securement system (e.g.,occupied, non-occupied, properly secured, and/or improperly secured).The central monitoring facility could also provide the computing device110 with advanced scheduling information, including but not limited tothe type, size, weight, and center of gravity of the wheeled mobilitydevice to be picked up, along with the height, size, weight, and centerof gravity of the passenger (or the combined weight and center ofgravity of the wheeled mobility device and passenger).

As discussed above, the computing device 110 can receive input from avideo-based analytic system. It is contemplated that intelligentfeature-recognition software stored in the computing device 110, or in aseparate computing device, may use video analytics or measurements todetermine various characteristics of concerning the vehicle, thesecurement system, the wheeled mobility device, and the passenger,including but not limited to the characteristics recited above. Inparticular, the wheeled mobility device station on the vehicle can bemonitored via cameras or other sensors that are linked to intelligentfeature-recognition software. The computing system can autonomouslyprocess the situation and react with the appropriate function thatprovides the best rider experience and trip safety. Such functions couldinclude recognizing the presence, location, velocity, and accelerationof a WM D and occupant and recognizing the type of WMD. If the WMD typeis recognized (for instance, using RFID signal, QR code, imagerecognition, or other identification methods), this information can beused as an input in the securement process, and the system will securethe WMD with securement settings that are specific for the WMD type.These settings can have different parameters as force, position,monitoring and adjustment strategy (in case the chair needs to bere-secured during the ride). A database can be established to identifythe various makes and models of WMD, based on encoded information withinthe RFID or QR code, or by recognizing key distinguishing features bycamera. Once WMD type is identified, a set of bumper squeeze-forceand/or tie-down tension criteria can be developed to optimize securementfor each application. A reliable default squeeze-force and/or tie-downvalue(s) can be used in the event that no specific make or model isidentified and/or referenced in the database. The database can be builtand maintained at a central location where parameters for each WMDsecurement device can be downloaded with the latest version duringscheduled maintenance.

The computing device 110 may be configured to send any and all dataavailable to it (including but not limited to time; dynamic informationconcerning the vehicle, the wheeled mobility device securement system,the wheeled mobility device, and the occupant; and the actions taken bythe computing device during an adverse driving condition, and when thoseactions were taken) to a black box 185 for storage in memory. The blackbox 185 is designed to withstand the forces of an impact and harshenvironments, such as fire and water, and can be used after the adversedriving event for analysis purposes to understand and recreate theevent.

FIG. 3 is a flow chart showing exemplary logic that could be programmedinto the energy management system to trigger various safety systems.Although seven steps are shown, it is contemplated that embodimentscould include as few as two steps (e.g., the first step and the eighthstep 280) or many more than seven steps. Moreover, it is contemplatedthat the disclosed steps could be combined in any number of differentpermutations, and could be performed in a different order than depicted.

In the first step 210, the computing device 110 may be programmed tomonitor whether and ascertain that an adverse driving condition hasoccurred. The first step 210 can be performed in one or more of manydifferent ways, including but not limited to receiving and/or analyzinginputs from the vehicle 195 (e.g., the vehicle controller or the vehiclecollision detection system) and/or from various external sources 160.For instance, the computing device 110 may receive a signal from thevehicle 195 or a separate collision detection system at the instant whenthe vehicle senses a collision or other adverse driving condition.

In the first step 210, the computing device 110 could additionally oralternatively ascertain that an adverse driving condition has occurredby monitoring one or more signals concerning the status and/or dynamiccharacteristics of the vehicle, the securement system, the wheeledmobility device, and/or the passenger. For example, the computing device110 may receive a signal indicative of the vehicle acceleration, andsubsequently determine if that acceleration (for example, a spike inacceleration and/or the direction and/or the magnitude) is indicative ofan adverse driving condition. Additionally or alternatively, thecomputing device 110 may receive input indicative of the tension on thewheelchair tie-downs and/or occupant restraints, and subsequentlydetermine if the tension seen by the respective device (for example, aspike in tension and/or the magnitude) is indicative of an adversedriving condition. Additionally or alternatively, the computing device110 may receive input indicative of the pressure being exerted on thewheeled mobility device by a bumper, and subsequently determine if thepressure seen by the respective device (for example, a spike in tensionand/or the magnitude) is indicative of an adverse driving condition.Additionally or alternatively, the computing device 110 may receiveinput from one or more accelerometers associated with the wheeledmobility device and/or the passenger, and subsequently determine if theacceleration(s) seen by the wheeled mobility device and/or passenger(for example, a spike in acceleration and/or the magnitude) isindicative of an adverse driving condition. Additionally oralternatively, the computing device 110 may receive input from avideo-based analytic system such as the dynamic characteristics of thevehicle, the securement system, the wheeled mobility device and/or thepassenger (e.g., the position, movement, velocity, and/or acceleration).The computing device 110 could determine if one or more of thosecharacteristics is indicative of an adverse driving condition. Thethresholds that should be applied by the computing device 110 fordetermining whether an event constitutes an adverse driving condition ornot can be determined through routine experimentation by a person ofordinary skill in the relevant art.

In the event that the computing device 110 does not ascertain that anadverse driving condition has occurred, it will continue to monitor forone. However, if an adverse driving condition has occurred, in thesecond step 220, the computing device 110 may be programmed to ascertainone or more characteristics of the adverse driving condition. Thecomputing device can ascertain a characteristic of the adverse drivingcondition in one or more of many different ways, including but notlimited to receiving and/or analyzing inputs from the vehicle 195 (e.g.,the vehicle controller or the vehicle collision detection system) and/orfrom various external sources 160. For example, the computing devicecould receive one or more input(s) indicative of the dynamiccharacteristics of the vehicle during the adverse driving condition(i.e., how the vehicle is responding to the adverse driving event), suchas the location, direction of travel, velocity, andacceleration/deceleration of the vehicle along one or more of the x-,y-, and z-axes, the time an impact occurs, and/or the magnitude,direction and/or the nature/type of the impact.

In the second step 220, the computing device 110 could additionally oralternatively ascertain one or more characteristics of the adversedriving condition by monitoring one or more signals concerning thestatus and/or dynamic characteristics of the vehicle, the securementsystem, the wheeled mobility device, and/or the passenger (i.e., how anyone or more of the vehicle, securement system, wheeled mobility device,and passenger are responding to the adverse driving event). Thisinformation could be used directly as indicative of the characteristicof the adverse driving condition. Alternatively, the computing devicecould use such information as a basis for characterizing the nature andmagnitude of the adverse driving event for use in one or more of thefollowing steps. For example, the computing device 110 may be programmedto ascertain whether the adverse driving condition is a collision or anaggressive maneuver based on the directions, magnitudes, and slopes ofthe previously mentioned dynamic characteristics. For example, tensionon the two rear tie-downs could indicate a heavy braking event or aforward impact, depending on, e.g., magnitude and/or slope. Tension ontwo front tie downs could indicate a heavy acceleration event or a rearimpact, depending on, e.g., magnitude and/or slope. Tension on one fronttie-down and one rear tie-down could indicate a sharp or long durationturn, a side impact, a rollover, or a spin, depending on, e.g.,magnitude and/or slope. The type of adverse driving condition could alsobe characterized on a more granular level (e.g., front collision, rearcollision, right side collision, left side collision, roll-over, angledimpact, offset impact, or combinations thereof). The thresholds thatshould be applied by the computing device 110 for determining whether anevent constitutes a collision or an aggressive maneuver, and type andmagnitude of collision/aggressive maneuver, can be determined throughroutine experimentation by a person of ordinary skill in the art. Forthe avoidance of doubt, it is contemplated that steps 1 and 2 could besatisfied by receipt of a single signal from the vehicle 195 or externalsource 160, for example, a signal indicative of the acceleration vectorof an accident.

After ascertaining a characteristic of adverse driving condition in thesecond step 220, the computing device 110 could skip to the fourth step240 through the sixth step 260, or proceed directly to the third step230. In the third step 230, the computing device 110 may be programmedto ascertain one or more characteristics of the wheeled mobilitydevice's dynamic response to the adverse driving condition. Thecomputing device 110 may receive inputs that are indicative of theactual dynamic response of the wheeled mobility device. Additionally oralternatively, the computing device 110 may ascertain computationally orthrough table look-ups the anticipated dynamic response of the wheeledmobility device using the characteristic(s) of adverse driving conditionfrom the second step 220 (e.g., the dynamic characteristics of thevehicle) as an input.

After ascertaining a characteristic of the wheeled mobility device'sdynamic response in the third step 230, the computing device 110 couldskip to the fifth step 250 or the sixth step 260, or proceed directly tothe fourth step 240. In the fourth step 240, the computing device 110may be programmed to ascertain one or more characteristics of thepassenger's dynamic response to the adverse driving condition. Thecomputing device 110 may receive inputs that are indicative of theactual dynamic response of the passenger. Additionally or alternatively,the computing device 110 may ascertain computationally or through tablelook-ups the anticipated dynamic response of the passenger using thecharacteristic(s) of adverse driving condition from the second step 220(e.g., the dynamic characteristics of the vehicle) as an input.

In the fifth step 240, the computing device 110 may be programmed toascertain one or more characteristics of the securement system'sresponse to the adverse driving condition. The computing device 110 mayreceive inputs that are indicative of the actual dynamic response of thesecurement system. Additionally or alternatively, the computing device110 may ascertain computationally or through table look-ups theanticipated dynamic response of the securement using thecharacteristic(s) of adverse driving condition from the second step 220(e.g., the dynamic characteristics of the vehicle) as an input.

In the sixth step 260, the computing device will ascertain which safetydevices are appropriate to use under the circumstances, using theinformation ascertained from one or more of the first through fifthsteps 210, 220, 230, 240, 250 as an input. For example, during a forwardcollision or heavy braking event, it may be desirable to trigger asafety device that draws up slack in the forward restraints.

In the seventh step 270, the computing device 110 will ascertain theappropriate timing for triggering the safety device, using theinformation ascertained from one or more of the first through sixthsteps 210, 220, 230, 240, 250, 260 as an input. Using the example fromthe sixth step 260, in a forward collision or heavy braking event, itmay be desirable to trigger the safety device that draws up slack in theforward restraints at the moment of whiplash/rebound. In one embodiment,the moment of whiplash/rebound can be determined based on the passage ofa predetermined period of time, or by look-up in a table or bycalculation using an equation that cross-references a time differential(time delay from impact to rebound) with one or more characteristic(s)of the event (e.g., magnitude and/or direction of the acceleration orimpact force vector), one or more characteristic(s) of the wheeledmobility device (e.g., the type and weight), one or morecharacteristic(s) of the occupant (e.g., weight, position relative tothe wheeled mobility device), and/or one or more characteristic(s) ofthe securement system (e.g., the way in which the wheeled mobilitydevice is secured). The computing device 110 could be programmed toascertain or calculate the rebound times based on one or more of thedirection of vehicle travel, the orientation of the passenger (i.e.,rearward or forward or side facing), the direction of crash (i.e.,forward impact, side impact, rear impact, angled impact, offset impact,rollover, etc.), the severity of the crash. The computing device 110could also rely on the maximum excursions allowed within the vehicle orby legislation (i.e., is programmed to know the vehicle environment orwas pre-programmed with the wheelchair compartment dimensions, etc.),visual means of seeing the position and/or change in velocity of thewheeled mobility device and occupant (i.e., camera detects forwardmovement into multiple zones, once the next ‘zone’ is not crossed thisis the maximum forward excursion), or sensors (e.g., accelerometers)embedded on the vehicle, the retractors, the retractor hooks, thewheeled mobility device, the lap belt buckle, and/or the occupant thatwill detect the relative positions of the vehicle (e.g., by virtue ofthe vehicle or retractor sensors), the wheeled mobility device (e.g., byvirtue of the hook sensors or the wheeled mobility device sensor), andthe occupant (e.g., by virtue of the lap belt sensor or the occupantsensor).

In the eighth step 280, the computing device 110 will trigger theappropriate safety device at the appropriate time. The computing device110 may be programmed to repeat any one or more of the first througheighth steps 210, 220, 230, 240, 250, 260, 270, 280 to addresssubsequent or secondary adverse driving conditions or rebounds andoscillations. In some instances, it may be desirable to activate thesame safety device more than once, which can be accomplished through theuse of a multi-use safety device, or multiple single-use safety devices.

Turning now to FIGS. 4-8 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, four-point tie-down securement system during afront-side impact. These figures show a wheeled mobility device 310being secured by a left-front-side tie-down 320, a right-front-sidetie-down 325, a left-rear-side tie-down 330, and a right-rear-sidetie-down 335. Notably, the two front-side tie-downs 320, 325 are ideallyspaced apart a distance equal to or wider than the width of the wheeledmobility device 310, whereby the straps are angled toward each other asthey extend from the vehicle attachment points to the wheeled mobilitydevice attachment points, as shown. This configuration increases thechance that the front-side straps will have a direct path from thevehicle attachment points to the wheeled mobility device attachmentpoints, without significantly interfering with the passenger's legs orfeet. In addition, the two rear-side tie downs 330, 335 are ideallyspaced apart a distance equal to or narrower than the width of thewheeled mobility device 310, whereby the straps are angled away fromeach other as they extend from the vehicle attachment point to thewheeled mobility device attachment points, as shown. This configurationincreases the chance that the rear-side straps will have a direct pathfrom the vehicle attachment points to the wheeled mobility deviceattachment points, without having to pass through the rear wheels of thewheeled mobility device. While the respective angles of the tie-downsare not necessarily important for the example of a frontal impact inFIGS. 4-8 , the angles may impact how the energy management system isimplemented in other aggressive driving maneuvers, such as a right-sideor left-side collision, or a long duration turn, as explained in moredetail below with reference to FIGS. 14-18 .

FIG. 4 shows the four-point tie-down securement system at T0, at themoment of a front-side accident. At about this time, the computingdevice 110 will ascertain that an adverse driving condition has occurredand will prepare to deploy one or more safety devices. In oneembodiment, the computing device 110 may receive data indicating thatthe vehicle has experienced a large acceleration in the rearwarddirection, and will conclude that the adverse driving condition is afront-side impact. The computing device 110 will then know to triggerfast-acting tensioners for the front-side tie-downs after a firstpre-determined time delay has elapsed, where the first pre-determinedtime delay corresponds to the rebound time for the wheeled mobilitydevice. The computing device 110 will then know to trigger fast-actingtensioners for the rear-side tie-downs after a second pre-determinedtime delay has elapsed, where the second pre-determined time delaycorresponds to the secondary rebound time for the wheeled mobilitydevice.

More particularly, FIG. 5 shows the four-point tie-down securementsystem after the front-side collision, at about T2 c, when the wheeledmobility device has completed its initial, forward excursion (i.e.,approximately when the first pre-determined time delay has elapsed). Ascan be seen, at T2 c, wheeled mobility device 310 has moved forward adistance, the rear-side tie-downs 330, 335 have stretched, and thefront-side tie-downs 320, 325 have slack in the webbing. FIG. 6 showsthe four-point tie-down securement system immediately after thecomputing device 110 has triggered the first safety device (i.e., afterthe first pre-determined time delay has elapsed). In FIG. 6 , it can beseen that fast-acting tensioners have removed the slack from the webbingin the front-side tie-downs 320, 325, ideally prior, at or about thetime the wheeled mobility device beginning its rear excursion. FIG. 7shows the four-point tie-down securement system at about T3 c, when thewheeled mobility device has completed its secondary, rear excursion(i.e., approximately when the second pre-determined time delay haselapsed). As can be seen, at T3 c, the wheeled mobility device 310 hasmoved rearward a distance, although not as far as it otherwise would ifthe computing device 110 did not trigger safety devices for thefront-side tie-downs 320, 325. In FIG. 7 (as compared to FIG. 6 ), thefront-side tie-downs 320, 325 have stretched, and the rear-sidetie-downs 330, 335 may have slack in the webbing. FIG. 8 shows thefour-point tie-down securement system immediately after the computingdevice 110 has triggered the second safety device (i.e., after thesecond pre-determined time delay has elapsed). In FIG. 8 , it can beseen that fast-acting tensioners have removed the slack from the webbingin the rear-side tie-downs 330, 335, ideally prior, at or about the timethe wheeled mobility device begins its tertiary, forward excursion.Additional tensioning events may be necessary or desirable in moresevere events to address additional oscillations.

While FIGS. 4-8 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facingorientation in a four-point tie-down system while experiencing afront-side collision, the concepts described above may be applied duringa heavy braking event. In addition, the concepts describe above may beapplied in a rear-side collision or heavy acceleration event (exceptthat the safety devices for the rear-side tie-downs would be triggeredfirst). Further yet, the concepts described above may be applied with arear-facing wheeled mobility device that is experiencing a front-side orrear-side collision, a heavy braking event, or a heavy accelerationevent. Even further yet, the concepts described above may be appliedwith a side-facing wheeled mobility device that is experiencing a right-or left-side collision, a long duration turn, or a sharp turn. Evenfurther yet, the concepts described above may be applied in a 3-pointtie-down system, where there is a single tie-down for the front-side ofthe wheeled mobility device.

Turning now to FIGS. 9-13 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, four-point tie-down securement system during a left-sideimpact. Notably, as is ideal and typical, the front-side tie-downs 320,325 are angled toward each other as they extend from the vehicleattachment points to the wheeled mobility device attachment points, andthe rear-side tie-downs 330, 335 are angled away from each other as theyextend from the vehicle attachment points to the wheeled mobility deviceattachment points.

FIG. 9 shows the four-point tie-down securement system at T0, at themoment of a left-side accident. At about this time, the computing device110 will ascertain that an adverse driving condition has occurred andwill prepare to deploy one or more safety devices. In one embodiment,the computing device 110 may receive data indicating that the vehiclehas experienced a large acceleration in the rightward direction, andwill conclude that the adverse driving condition is a left-side impact.The computing device 110 will then know to trigger fast-actingtensioners for one of the front-side tie-downs and one of the rear-sidetie-downs after a first pre-determined time delay has elapsed, where thefirst pre-determined time delay corresponds to the rebound time for thewheeled mobility device. The computing device 110 will then know totrigger fast-acting tensioners for the other ones of the front-side andrear-side tie-downs after a second pre-determined time delay haselapsed, where the second pre-determined time delay corresponds to thesecondary rebound time for the wheeled mobility device.

More particularly, FIG. 10 shows the four-point tie-down securementsystem after the left-side collision, at about T2 c, when the wheeledmobility device has completed its initial, leftward excursion (i.e.,approximately when the first pre-determined time delay has elapsed). Ascan be seen, at T2 c, wheeled mobility device 310 has moved left adistance, the right-front-side tie-down 325 and the left-rear-sidetie-down 330 have stretched, and the left-front-side tie-down 320 andthe right-rear-side tie-down 335 have slack in the webbing. FIG. 11shows the four-point tie-down securement system immediately after thecomputing device 110 has triggered the first safety device (i.e., afterthe first pre-determined time delay has elapsed). In FIG. 11 , it can beseen that fast-acting tensioners have removed the slack from the webbingin the left-front-side and right-rear-side tie-downs 320, 335, ideallyprior, at or about the time the wheeled mobility device begins itsrightward excursion. FIG. 12 shows the four-point tie-down securementsystem at about T3 c, when the wheeled mobility device has completed itssecondary, rightward excursion (i.e., approximately when the secondpre-determined time delay has elapsed). As can be seen, at T3 c, thewheeled mobility device 310 has moved rightward a distance, although notas far as it otherwise would if the computing device 110 did not triggersafety devices for one each of the front-side tie-downs 320, 325 andrear-side tie-downs 330, 335. In FIG. 12 (as compared to FIG. 11 ), theleft-front-side and right-rear-side tie-downs 320, 335 have stretched,and the right-front-side and left-rear-side tie-downs 325, 330 may haveslack in the webbing. FIG. 13 shows the four-point tie-down securementsystem immediately after the computing device 110 has triggered thesecond safety device (i.e., after the second pre-determined time delayhas elapsed). In FIG. 13 , it can be seen that fast-acting tensionershave removed the slack from the webbing in and the right-front-side andleft-rear-side tie-downs 325, 330, ideally prior, at or about the timethe wheeled mobility device begins its tertiary, leftward excursion.Additional tensioning events may be necessary or desirable in moresevere events to address additional oscillations.

While FIGS. 9-13 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facingorientation in a four-point tie-down system while experiencing aleft-side collision, the concepts described above may be applied duringa right-side collision, a long duration turn, or a sharp turn event. Inaddition, the concepts described above may be applied with a side-facingwheeled mobility device that is experiencing a front- or rear-sidecollision. Even further yet, the concepts described above may be appliedin a 3-point tie-down system, where there is a single tie-down for thefront-side of the wheeled mobility device.

Turning now to FIGS. 14-18 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, four-point tie-down securement system during a left-sideimpact, when the rear-side tie-downs are installed at non-ideal angles.In particular, the rear-side tie-downs 330, 335 are angled toward eachother as they extend from the vehicle attachment points to the wheeledmobility device attachment points. The computing device 110 could beprogrammed to receive input from external devices 160 that areindicative of the non-ideal angles, other non-ideal securementconditions, and to adapt the computing device's 110 response to anadverse driving condition based on that input. For instance, with therear-side tie-downs attached to the wheeled mobility device at anon-ideal angle (angled toward each other), the computing device 110will understand that the left-front-side and left-rear-side tie-downs320, 330 will experience webbing slack during the initial leftwardexcursion (see FIG. 15 , as compared to FIG. 10 with ideal angles) andwill trigger safety devices for the two left-side tie-downs at about T2c (see FIG. 16 ). In addition, the computing device 110 will understandthat the right-front-side and right-rear-side tie-downs 325, 335 willexperience webbing slack during the secondary rightward excursion (seeFIG. 17 , as compared to FIG. 12 with ideal angles) and will triggersafety devices for the two right-side tie-downs at about T3 c (see FIG.18 ).

In other embodiments, including those that may involve a more complexaccident, e.g., spins and rollovers, the computing device 110 can relyupon sensors or other systems that detect the amount of tension in eachtie-down and/or whether a tie-down is experiencing slack, and to triggerfast-acting tensioners for the tie-downs that are experiencing slack,possibly multiple times to address oscillations.

Turning now to FIGS. 19-23 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, three-point tie-down and bumper securement system duringa front-side impact. These figures show a wheeled mobility device 310being secured by a left-front-side tie-down 320, a left-rear-sidetie-down 330, a right-rear-side tie-down 335, and a bumper 340 locatedon the left side of the wheeled mobility device. The bumper 340 may bestationary, may be moveable between a retracted and extended position(where by bumper will be close to, touching, or pushing the wheeledmobility device), or may be biased outward using springs or the like.

FIG. 19 shows the securement system at T0, at the moment of a front-sideaccident. At about this time, the computing device 110 will ascertainthat an adverse driving condition has occurred and will prepare todeploy one or more safety devices. In one embodiment, the computingdevice 110 may receive data indicating that the vehicle has experienceda large acceleration in the rearward direction, and will conclude thatthe adverse driving condition is a front-side impact. The computingdevice 110 will then know to trigger a fast-acting tensioner for thefront-side tie-down after a first pre-determined time delay has elapsed,where the first pre-determined time delay corresponds to the reboundtime for the wheeled mobility device. The computing device 110 will thenknow to trigger fast-acting tensioners for the rear-side tie-downs aftera second pre-determined time delay has elapsed, where the secondpre-determined time delay corresponds to the secondary rebound time forthe wheeled mobility device.

More particularly, FIG. 20 shows the three-point tie-down securementsystem after the front-side collision, at about T2 c, when the wheeledmobility device has completed its initial, forward excursion (i.e.,approximately when the first pre-determined time delay has elapsed). Ascan be seen, at T2 c, wheeled mobility device 310 has moved forward adistance, the rear-side tie-downs 330, 335 have stretched, and thefront-side tie-down 320 has slack in the webbing. FIG. 21 shows thethree-point tie-down securement system immediately after the computingdevice 110 has triggered the first safety device (i.e., after the firstpre-determined time delay has elapsed). In FIG. 21 , it can be seen thatfast-acting tensioner has removed the slack from the webbing in thefront-side tie-down 320, ideally prior, at or about the time the wheeledmobility device begins its rear excursion. FIG. 22 shows the three-pointtie-down securement system at about T3 c, when the wheeled mobilitydevice has completed its secondary, rear excursion (i.e., approximatelywhen the second pre-determined time delay has elapsed). As can be seen,at T3 c, the wheeled mobility device 310 has moved rearward a distance,although not as far as it otherwise would if the computing device 110did not trigger a safety device for the front-side tie-down 320. In FIG.22 (as compared to FIG. 21 ), the front-side tie-down 320 has stretched,and the rear-side tie-downs 330, 335 may have slack in the webbing. FIG.23 shows the three-point tie-down securement system immediately afterthe computing device 110 has triggered the second safety device (i.e.,after the second pre-determined time delay has elapsed). In FIG. 23 , itcan be seen that fast-acting tensioners have removed the slack from thewebbing in the rear-side tie-downs 330, 335, ideally prior, at or aboutthe time the wheeled mobility device begins its tertiary, forwardexcursion.

While FIGS. 19-23 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facingorientation in a three-point tie-down system while experiencing afront-side collision, the concepts described above may be applied duringa heavy braking event. In addition, the concepts describe above may beapplied in a rear-side collision or heavy acceleration event (exceptthat the safety devices for the rear-side tie-downs would be triggeredfirst). Further yet, the concepts described above may be applied with arear-facing wheeled mobility device that is experiencing a front-side orrear-side collision, a heavy braking event, or a heavy accelerationevent (since the two tie-downs would always be disposed toward the rearof the vehicle, for added strength in front-side collisions). Evenfurther yet, the concepts described above may be applied with aside-facing wheeled mobility device that is experiencing a right-side orleft-side collision, or a long duration or sharp turn. Additionaltensioning events may be necessary or desirable in more severe events toaddress additional oscillations.

Turning now to FIGS. 24-28 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, three-point tie-down and bumper securement system duringa left-side impact. The bumper 340 as shown is moveable both left andright in the event of an adverse driving condition, but may bestationary or biased using springs or the like.

FIG. 24 shows the three-point tie-down securement system at T0, at themoment of a left-side accident. As shown, the wheeled mobility device isspaced from the bumper 340, but it could be touching, exerting pressureon, or compressing the bumper 340. At about this time, the computingdevice 110 will ascertain that an adverse driving condition has occurredand will prepare to deploy one or more safety devices. In oneembodiment, the computing device 110 may receive data indicating thatthe vehicle has experienced a large acceleration in the rightwarddirection, and will conclude that the adverse driving condition is aleft-side impact. The computing device 110 will then know to triggerfast-acting tensioners for the left-front-side tie-down and one of therear-side tie-downs after a first pre-determined time delay has elapsed,where the first pre-determined time delay corresponds to the reboundtime for the wheeled mobility device. The computing device 110 will thenknow to trigger a fast-acting tensioner for the other rear-side tie-downand a fast-acting safety device for moving the bumper 340 toward thewheeled mobility device after a second pre-determined time delay haselapsed, where the second pre-determined time delay corresponds to thesecondary rebound time for the wheeled mobility device.

More particularly, FIG. 25 shows the three-point tie-down securementsystem after the left-side collision, at about T2 c, when the wheeledmobility device has completed its initial, leftward excursion (i.e.,approximately when the first pre-determined time delay has elapsed). Atthis point, the wheeled mobility device may still be spaced from, ortouching (as shown), exerting pressure on, or compressing the bumper340. As can be seen, at T2 c, wheeled mobility device 310 has moved lefta distance, the left-rear-side tie-down 330 has stretched, and theleft-front-side tie-down 320 and the right-rear-side tie-down 335 haveslack in the webbing. FIG. 26 shows the three-point tie-down securementsystem immediately after the computing device 110 has triggered thefirst safety device (i.e., after the first pre-determined time delay haselapsed). In FIG. 26 , it can be seen that fast-acting tensioners haveremoved the slack from the webbing in the left-front-side andright-rear-side tie-downs 320, 335, ideally prior, at or about the timethe wheeled mobility device begins its rightward excursion. FIG. 27shows the three-point tie-down securement system at about T3 c, when thewheeled mobility device has completed its secondary, rightward excursion(i.e., approximately when the second pre-determined time delay haselapsed). As can be seen, at T3 c, the wheeled mobility device 310 hasmoved rightward a distance, although not as far as it otherwise would ifthe computing device 110 did not trigger safety devices for theleft-front-side and right-rear-side tie-downs 320, 335. In FIG. 27 (ascompared to FIG. 26 ), the left-front-side and right-rear-side tie-downs320, 335 have stretched, there is slack in the strap of theleft-rear-side tie down 330, and the wheeled mobility device 310 hasmoved away from the bumper 340, where there is a space between the two,and a fast-acting tensioner has removed slack from the strap of theleft-rear-side tie-down 330. FIG. 28 shows the three-point tie-downsecurement system immediately after the computing device 110 hastriggered the second safety device (i.e., after the secondpre-determined time delay has elapsed). In FIG. 27 , it can be seen thatthe safety device (such as an airbag, or fast-acting movement mechanism,or other movement devices) has moved the bumper 340 rightward toward thewheeled mobility device to eliminate (as shown) or lessen the spacebetween the two. The computing device 110 moves the bumper 340 towardthe wheeled mobility device and removes slack from the strap of theleft-rear-side tie-down 330 ideally prior, at or about the time thewheeled mobility device begins its tertiary, leftward excursion.Additional bumper movement and tensioning events may be necessary ordesirable in more severe events to address additional oscillations.

While FIGS. 24-28 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facingorientation in a three-point tie-down system while experiencing aleft-side collision, the concepts described above may be applied duringa right-side collision, a long duration turn, or a sharp turn event. Inaddition, the concepts described above may be applied with a side-facingwheeled mobility device that is experiencing a front- or rear-sidecollision. Even further yet, the concepts described above for themoveable bumper 340 may be applied to the use of a bumper in afour-point system or for a compression-based bumper system, like theQ'Straint Quantum.

Turning now to FIGS. 29-33 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, two-point tie-down and bumper securement system during afront-side impact, with the tie-downs and bumper located at the rear ofthe wheeled mobility device. These figures show a wheeled mobilitydevice 310 being secured by a left-rear-side tie-down 330, aright-rear-side tie-down 335, and a bumper 340 located at the rear sideof the wheeled mobility device. The bumper 340 may be stationary, may bemoveable between a retracted and extended position (where by bumper willbe close to, touching, or pushing the wheeled mobility device), or maybe biased outward using springs or the like.

FIG. 29 shows the securement system at T0, at the moment of a front-sideaccident. At about this time, the computing device 110 will ascertainthat an adverse driving condition has occurred and will prepare todeploy one or more safety devices. In one embodiment, the computingdevice 110 may receive data indicating that the vehicle has experienceda large acceleration in the rearward direction, and will conclude thatthe adverse driving condition is a front-side impact. The computingdevice 110 will then know to trigger a fast-acting device for moving thebumper 340 after a first pre-determined time delay has elapsed, wherethe first pre-determined time delay corresponds to the rebound time forthe wheeled mobility device. The computing device 110 will then know totrigger fast-acting tensioners for the rear-side tie-downs after asecond pre-determined time delay has elapsed, where the secondpre-determined time delay corresponds to the secondary rebound time forthe wheeled mobility device.

More particularly, FIG. 30 shows the two-point tie-down securementsystem after the front-side collision, at about T2 c, when the wheeledmobility device has completed its initial, forward excursion (i.e.,approximately when the first pre-determined time delay has elapsed). Ascan be seen, at T2 c, wheeled mobility device 310 has moved forward adistance, the rear-side tie-downs 330, 335 have stretched, and a spaceor gap has formed between the bumper 340 and the wheeled mobility device310. FIG. 31 shows the two-point tie-down securement system immediatelyafter the computing device 110 has triggered the first safety device(i.e., after the first pre-determined time delay has elapsed). In FIG.31 , it can be seen that fast-acting movement device (such as an airbagor fast-acting mechanism) has moved the bumper 340 forward into contactwith the back of the wheeled mobility device 310, ideally prior, at orabout the time the wheeled mobility device begins its rear excursion.FIG. 32 shows the two-point tie-down securement system at about T3 c,when the wheeled mobility device has completed its secondary, rearexcursion (i.e., approximately when the second pre-determined time delayhas elapsed). As can be seen, at T3 c, the wheeled mobility device 310has moved rearward a distance (compressing or pushing the bumper 340rearward), although not as far as it otherwise would if the computingdevice 110 did not trigger a safety device for the bumper 340. In FIG.32 (as compared to FIG. 31 ), the rear-side tie-downs 330, 335 may haveslack in the webbing. FIG. 33 shows the two-point tie-down securementsystem immediately after the computing device 110 has triggered thesecond safety device (i.e., after the second pre-determined time delayhas elapsed). In FIG. 33 , it can be seen that fast-acting tensionershave removed the slack from the webbing in the rear-side tie-downs 330,335, ideally prior, at or about the time the wheeled mobility devicebegins its tertiary, forward excursion. Additional bumper movement andtensioning events may be necessary or desirable in more severe vents toaddress additional oscillations.

While FIGS. 29-33 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facingorientation in a two-point tie-down system while experiencing afront-side collision, the concepts described above may be applied duringa heavy braking event. In addition, the concepts describe above may beapplied in a rear-side collision or heavy acceleration event (exceptthat the safety devices for the rear-side tie-downs would be triggeredfirst). Further yet, the concepts described above may be applied with arear-facing wheeled mobility device that is experiencing a front-side orrear-side collision, a heavy braking event, or a heavy accelerationevent. Even further yet, the concepts described above may be appliedwith a side-facing wheeled mobility device that is experiencing aright-side or left-side collision, or a long duration or sharp turn.Even further yet, the concepts described above for the moveable bumper340 may be applied to the use of a bumper in a four-point system or fora compression-based bumper system, like the Q'Straint Quantum.

Turning now to FIGS. 34-38 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, two-point tie-down and bumper securement system during aleft-side impact, with the tie-downs and bumper located at the rear ofthe wheeled mobility device.

FIG. 34 shows the two-point tie-down securement system at T0, at themoment of a left-side accident. At about this time, the computing device110 will ascertain that an adverse driving condition has occurred andwill prepare to deploy one or more safety devices. In one embodiment,the computing device 110 may receive data indicating that the vehiclehas experienced a large acceleration in the rightward direction, andwill conclude that the adverse driving condition is a left-side impact.The computing device 110 will then know to trigger fast-actingtensioners for one of the rear-side tie-downs after a firstpre-determined time delay has elapsed, where the first pre-determinedtime delay corresponds to the rebound time for the wheeled mobilitydevice. The computing device 110 will then know to trigger a fast-actingtensioner for the other rear-side tie-down after a second pre-determinedtime delay has elapsed, where the second pre-determined time delaycorresponds to the secondary rebound time for the wheeled mobilitydevice.

More particularly, FIG. 35 shows the two-point tie-down securementsystem after the left-side collision, at about T2 c, when the wheeledmobility device has completed its initial, leftward excursion (i.e.,approximately when the first pre-determined time delay has elapsed). Ascan be seen, at T2 c, wheeled mobility device 310 has moved left adistance, the left-rear-side tie-down 330 has stretched, and theright-rear-side tie-down 335 has slack in the webbing. FIG. 36 shows thetwo-point tie-down securement system immediately after the computingdevice 110 has triggered the first safety device (i.e., after the firstpre-determined time delay has elapsed). In FIG. 36 , it can be seen thata fast-acting tensioner has removed the slack from the webbing inright-rear-side tie-down 335, ideally prior, at or about the time thewheeled mobility device begins its rightward excursion. FIG. 37 showsthe two-point tie-down securement system at about T3 c, when the wheeledmobility device has completed its secondary, rightward excursion (i.e.,approximately when the second pre-determined time delay has elapsed). Ascan be seen, at T3 c, the wheeled mobility device 310 has movedrightward a distance, although not as far as it otherwise would if thecomputing device 110 did not trigger the safety device for theright-rear-side tie-down 335. In FIG. 37 (as compared to FIG. 36 ), theright-rear-side tie-down 335 has stretched and slack has been introducedinto the left-rear-side tie-down 330. FIG. 38 shows the three-pointtie-down securement system immediately after the computing device 110has triggered the second safety device (i.e., after the secondpre-determined time delay has elapsed). In FIG. 37 , it can be seen thata fast-acting tensioner has removed the slack from the webbing in theleft-rear-side tie-down 330, ideally prior, at or about the time thewheeled mobility device begins its tertiary, leftward excursion.Additional tensioning events may be necessary or desirable in moresevere vents to address additional oscillations.

While FIGS. 34-38 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facingorientation in a two-point tie-down system while experiencing aleft-side collision, the concepts described above may be applied duringa right-side collision, a long duration turn, or a sharp turn event. Inaddition, the concepts described above may be applied with a side-facingwheeled mobility device that is experiencing a front- or rear-sidecollision.

Turning now to FIGS. 39-43 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, two-point tie-down and bumper securement system during afront-side impact, with the tie-downs and bumper located at the leftside of the wheeled mobility device. These figures show a wheeledmobility device 310 being secured by a left-front-side tie-down 320, aleft-rear-side tie-down 330, and a bumper 340 located at the left sideof the wheeled mobility device. The bumper 340 may be stationary, may bemoveable between a retracted and extended position (where by bumper willbe close to, touching, or pushing the wheeled mobility device), or maybe biased outward using springs or the like.

FIG. 39 shows the securement system at T0, at the moment of a front-sideaccident. At about this time, the computing device 110 will ascertainthat an adverse driving condition has occurred and will prepare todeploy one or more safety devices. In one embodiment, the computingdevice 110 may receive data indicating that the vehicle has experienceda large acceleration in the rearward direction, and will conclude thatthe adverse driving condition is a front-side impact. The computingdevice 110 will then know to trigger a fast-acting tensioner for thefront-left-side tie-down 320 after a first pre-determined time delay haselapsed, where the first pre-determined time delay corresponds to therebound time for the wheeled mobility device. The computing device 110will then know to trigger fast-acting tensioners for the left-rear-sidetie-down 330 after a second pre-determined time delay has elapsed, wherethe second pre-determined time delay corresponds to the secondaryrebound time for the wheeled mobility device.

More particularly, FIG. 40 shows the two-point tie-down securementsystem after the front-side collision, at about T2 c, when the wheeledmobility device has completed its initial, forward excursion (i.e.,approximately when the first pre-determined time delay has elapsed). Ascan be seen, at T2 c, wheeled mobility device 310 has moved forward adistance, the left-rear-side tie-down 330 has stretched, and slack hasformed in the webbing of the front-left-side tie-down 320. FIG. 41 showsthe two-point tie-down securement system immediately after the computingdevice 110 has triggered the first safety device (i.e., after the firstpre-determined time delay has elapsed). In FIG. 41 , it can be seen thata fast-acting tensioner has removed the slack from the webbing of thefront-left-side tie-down 320, ideally prior, at or about the time thewheeled mobility device begins its rear excursion. FIG. 42 shows thetwo-point tie-down securement system at about T3 c, when the wheeledmobility device has completed its secondary, rear excursion (i.e.,approximately when the second pre-determined time delay has elapsed). Ascan be seen, at T3 c, the wheeled mobility device 310 has moved rearwarda distance, although not as far as it otherwise would if the computingdevice 110 did not trigger a safety device for the front-left-sidetie-down 320. In FIG. 42 (as compared to FIG. 41 ), the left-rear-sidetie-downs 330 may have slack in the webbing. FIG. 43 shows the two-pointtie-down securement system immediately after the computing device 110has triggered the second safety device (i.e., after the secondpre-determined time delay has elapsed). In FIG. 43 , it can be seen thatfast-acting tensioners have removed the slack from the webbing in theleft-rear-side tie-down 330, ideally prior, at or about the time thewheeled mobility device begins its tertiary, forward excursion.Additional tensioning events may be necessary or desirable in moresevere vents to address additional oscillations.

While FIGS. 39-43 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facingorientation in a two-point tie-down system while experiencing afront-side collision, the concepts described above may be applied duringa heavy braking event. In addition, the concepts describe above may beapplied in a rear-side collision or heavy acceleration event (exceptthat the safety devices for the rear-side tie-downs would be triggeredfirst). Further yet, the concepts described above may be applied with arear-facing wheeled mobility device that is experiencing a front-side orrear-side collision, a heavy braking event, or a heavy accelerationevent. Even further yet, the concepts described above may be appliedwith a side-facing wheeled mobility device that is experiencing aright-side or left-side collision, or a long duration or sharp turn.

Turning now to FIGS. 44-48 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, two-point tie-down and bumper securement system during aleft-side impact, with the tie-downs and bumper located at the left sideof the wheeled mobility device. The bumper 340 as shown is moveable bothleft and right in the event of an adverse driving condition, but may bestationary or biased using springs or the like.

FIG. 44 shows the two-point tie-down securement system at T0, at themoment of a left-side accident. As shown, the wheeled mobility device istouching the bumper 340, but it could be spaced the bumper 340. At aboutthis time, the computing device 110 will ascertain that an adversedriving condition has occurred and will prepare to deploy one or moresafety devices. In one embodiment, the computing device 110 may receivedata indicating that the vehicle has experienced a large acceleration inthe rightward direction, and will conclude that the adverse drivingcondition is a left-side impact. The computing device 110 will then knowto trigger a fast-acting tensioner for the front-left-side tie-downafter a first pre-determined time delay has elapsed, where the firstpre-determined time delay corresponds to the rebound time for thewheeled mobility device. The computing device 110 will then know totrigger a fast-acting tensioner for the right-rear-side tie-down and afast-acting safety device for moving the bumper 340 toward the wheeledmobility device after a second pre-determined time delay has elapsed,where the second pre-determined time delay corresponds to the secondaryrebound time for the wheeled mobility device.

More particularly, FIG. 45 shows the two-point tie-down securementsystem after the left-side collision, at about T2 c, when the wheeledmobility device has completed its initial, leftward excursion (i.e.,approximately when the first pre-determined time delay has elapsed). Atthis point, the wheeled mobility device has compressed the bumper 340,although depending on the severity of the accident, it may be spacedfrom or just touching the bumper 340. As can be seen, at T2 c, wheeledmobility device 310 has moved left a distance, the left-rear-sidetie-down 330 has stretched, and the left-front-side tie-down 320 hasslack in the webbing. FIG. 46 shows the two-point tie-down securementsystem immediately after the computing device 110 has triggered thefirst safety device (i.e., after the first pre-determined time delay haselapsed). In FIG. 46 , it can be seen that fast-acting tensioners haveremoved the slack from the webbing in the left-front-side tie-downs 320,ideally prior, at or about the time the wheeled mobility device beginsits rightward excursion. FIG. 47 shows the two-point tie-down securementsystem at about T3 c, when the wheeled mobility device has completed itssecondary, rightward excursion (i.e., approximately when the secondpre-determined time delay has elapsed). As can be seen, at T3 c, thewheeled mobility device 310 has moved rightward a distance, although notas far as it otherwise would if the computing device 110 did not triggera safety device for the left-front-side tie-downs 320. In FIG. 47 (ascompared to FIG. 46 ), the left-front-side tie-down 320 has stretched,the left-rear-side tie-down 330 has slack in the strap, and the wheeledmobility device 310 has moved away from the bumper 340, where there is aspace between the two. FIG. 48 shows the two-point tie-down securementsystem immediately after the computing device 110 has triggered thesecond safety device (i.e., after the second pre-determined time delayhas elapsed). In FIG. 47 , it can be seen that the safety device (suchas an airbag, or fast-acting movement mechanism, or other movementdevices) has moved the bumper 340 rightward toward the wheeled mobilitydevice to eliminate (as shown) or lessen the space between the two, anda fast-acting tensioner has removed slack in the strap of theleft-rear-side tie-down 330. The computing device 110 moves the bumper340 toward the wheeled mobility device and the fast-acting tensioner hasremoved the slack ideally prior, at or about the time the wheeledmobility device begins its tertiary, leftward excursion. Additionalbumper movement and tensioning events may be necessary or desirable inmore severe vents to address additional oscillations.

While FIGS. 44-48 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facingorientation in a two-point tie-down system while experiencing aleft-side collision, the concepts described above may be applied duringa right-side collision, a long duration turn, or a sharp turn event. Inaddition, the concepts described above may be applied with a side-facingwheeled mobility device that is experiencing a front- or rear-sidecollision. Even further yet, the concepts described above for themoveable bumper 340 may be applied to the use of a bumper in afour-point system or for a compression-based bumper system, like theQ'Straint Quantum.

Turning now to FIGS. 49-53 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, two-point tie-down and bumper securement system during afront-side impact, with the tie-downs located at opposite corners andthe bumper located at the left side of the wheeled mobility device.These figures show a wheeled mobility device 310 being secured by aright-front-side tie-down 325, a left-rear-side tie-down 330, and abumper 340 located at the left side of the wheeled mobility device. Thebumper 340 may be stationary, may be moveable between a retracted andextended position (where by bumper will be close to, touching, orpushing the wheeled mobility device), or may be biased outward usingsprings or the like.

FIG. 49 shows the securement system at T0, at the moment of a front-sideaccident. At about this time, the computing device 110 will ascertainthat an adverse driving condition has occurred and will prepare todeploy one or more safety devices. In one embodiment, the computingdevice 110 may receive data indicating that the vehicle has experienceda large acceleration in the rearward direction, and will conclude thatthe adverse driving condition is a front-side impact. The computingdevice 110 will then know to trigger a fast-acting tensioner for theright-front-side tie-down 325 after a first pre-determined time delayhas elapsed, where the first pre-determined time delay corresponds tothe rebound time for the wheeled mobility device. The computing device110 will then know to trigger a fast-acting tensioner for theleft-rear-side tie-down 330 after a second pre-determined time delay haselapsed, where the second pre-determined time delay corresponds to thesecondary rebound time for the wheeled mobility device.

More particularly, FIG. 50 shows the two-point tie-down securementsystem after the front-side collision, at about T2 c, when the wheeledmobility device has completed its initial, forward excursion (i.e.,approximately when the first pre-determined time delay has elapsed). Ascan be seen, at T2 c, wheeled mobility device 310 has moved forward adistance, the left-rear-side tie-down 330 has stretched, and slack hasformed in the webbing of the right-front-side tie-down 325. FIG. 51shows the two-point tie-down securement system immediately after thecomputing device 110 has triggered the first safety device (i.e., afterthe first pre-determined time delay has elapsed). In FIG. 51 , it can beseen that a fast-acting tensioner has removed the slack from the webbingof the right-front-side tie-down 325, ideally prior, at or about thetime the wheeled mobility device begins its rear excursion. FIG. 52shows the two-point tie-down securement system at about T3 c, when thewheeled mobility device has completed its secondary, rear excursion(i.e., approximately when the second pre-determined time delay haselapsed). As can be seen, at T3 c, the wheeled mobility device 310 hasmoved rearward a distance, although not as far as it otherwise would ifthe computing device 110 did not trigger a safety device for theright-front-side tie-down 325. In FIG. 52 (as compared to FIG. 51 ), theleft-rear-side tie-down 330 may have slack in the webbing. FIG. 53 showsthe two-point tie-down securement system immediately after the computingdevice 110 has triggered the second safety device (i.e., after thesecond pre-determined time delay has elapsed). In FIG. 53 , it can beseen that a fast-acting tensioner has removed the slack from the webbingin the left-rear-side tie-down 330, ideally prior, at or about the timethe wheeled mobility device begins its tertiary, forward excursion.Additional tensioning events may be necessary or desirable in moresevere vents to address additional oscillations.

While FIGS. 49-53 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facingorientation in a two-point tie-down system while experiencing afront-side collision, the concepts described above may be applied duringa heavy braking event. In addition, the concepts describe above may beapplied in a rear-side collision or heavy acceleration event (exceptthat the safety devices for the rear-side tie-downs would be triggeredfirst). Further yet, the concepts described above may be applied with arear-facing wheeled mobility device that is experiencing a front-side orrear-side collision, a heavy braking event, or a heavy accelerationevent. Even further yet, the concepts described above may be appliedwith a side-facing wheeled mobility device that is experiencing aright-side or left-side collision, or a long duration or sharp turn.

Turning now to FIGS. 54-58 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, two-point tie-down and bumper securement system during aleft-side impact, with the tie-downs located at opposite corners andbumper located at the left side of the wheeled mobility device. Thebumper 340 as shown is moveable both left and right in the event of anadverse driving condition, but may be stationary or biased using springsor the like.

FIG. 54 shows the two-point tie-down securement system at T0, at themoment of a left-side accident. As shown, the wheeled mobility device istouching the bumper 340, but it could be spaced the bumper 340. At aboutthis time, the computing device 110 will ascertain that an adversedriving condition has occurred and will prepare to deploy one or moresafety devices. In one embodiment, the computing device 110 may receivedata indicating that the vehicle has experienced a large acceleration inthe rightward direction, and will conclude that the adverse drivingcondition is a left-side impact. The computing device 110 will then knowto trigger a fast-acting tensioner for the left-rear-side tie-down aftera first pre-determined time delay has elapsed, where the firstpre-determined time delay corresponds to the rebound time for thewheeled mobility device. The computing device 110 will then know totrigger a fast-acting tensioner for the right-front-side tie-down and afast-acting safety device for moving the bumper 340 toward the wheeledmobility device after a second pre-determined time delay has elapsed,where the second pre-determined time delay corresponds to the secondaryrebound time for the wheeled mobility device.

More particularly, FIG. 55 shows the two-point tie-down securementsystem after the left-side collision, at about T2 c, when the wheeledmobility device has completed its initial, leftward excursion (i.e.,approximately when the first pre-determined time delay has elapsed). Atthis point, the wheeled mobility device has compressed the bumper 340,although depending on the severity of the accident, it may be spacedfrom or just touching the bumper 340. As can be seen, at T2 c, wheeledmobility device 310 has moved left a distance and the left-rear-sidetie-down 330 has slack in the webbing. FIG. 56 shows the two-pointtie-down securement system immediately after the computing device 110has triggered the first safety device (i.e., after the firstpre-determined time delay has elapsed). In FIG. 46 , it can be seen thatfast-acting tensioners have removed the slack from the webbing in theleft-rear-side tie-downs 330, ideally prior, at or about the time thewheeled mobility device begins its rightward excursion. FIG. 57 showsthe two-point tie-down securement system at about T3 c, when the wheeledmobility device has completed its secondary, rightward excursion (i.e.,approximately when the second pre-determined time delay has elapsed). Ascan be seen, at T3 c, the wheeled mobility device 310 has movedrightward a distance, although not as far as it otherwise would if thecomputing device 110 did not trigger a safety device for theleft-rear-side tie-down 330. In FIG. 57 (as compared to FIG. 56 ), theleft-rear-side tie-down 330 has stretched, the right-front-side tie-down325 has slack in the webbing, and the wheeled mobility device 310 hasmoved away from the bumper 340, where there is a space between the two.FIG. 58 shows the two-point tie-down securement system immediately afterthe computing device 110 has triggered the second safety device (i.e.,after the second pre-determined time delay has elapsed). In FIG. 57 , itcan be seen that a fast-acting tensioner has removed the slack from thewebbing in the right-front-side tie-down 325 and the safety device (suchas an airbag, or fast-acting movement mechanism, or other movementdevices) has moved the bumper 340 rightward toward the wheeled mobilitydevice to eliminate (as shown) or lessen the space between the two. Thecomputing device 110 removes the webbing slack and moves the bumper 340toward the wheeled mobility device ideally prior, at or about the timethe wheeled mobility device begins its tertiary, leftward excursion.Additional bumper movements and tensioning events may be necessary ordesirable in more severe vents to address additional oscillations.

While FIGS. 54-58 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facingorientation in a two-point tie-down system while experiencing aleft-side collision, the concepts described above may be applied duringa right-side collision, a long duration turn, or a sharp turn event. Inaddition, the concepts described above may be applied with a side-facingwheeled mobility device that is experiencing a front- or rear-sidecollision. Even further yet, the concepts described above for themoveable bumper 340 may be applied to the use of a bumper in afour-point system or for a compression-based bumper system, like theQ'Straint Quantum.

Turning now to FIGS. 59-62 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, compression-based securement system during a front-sideimpact. These figures show a wheeled mobility device 310 being securedby a left-side bumper 350, a right-side bumper 360, and a rear-sidebumper 370, securing the left, right, and rear side of the wheeledmobility device 310, respectively. Any one or more of the bumpers may bestationary or may be biased outward (toward the wheeled mobility device310) using springs or the like, although in this example the bumpers350, 360, 370 are each moveable between a retracted and extendedposition (whereby the respective bumper will be close to, touching, orexerting pressure on/pushing the wheeled mobility device). The left-sideand right-side bumpers 350, 360 are designed to squeeze the wheeledmobility device 310 to prevent unwanted movement during transit. It isobviously desirable to keep the squeezing pressure relatively low duringnormal transit conditions to avoid damaging the wheeled mobility device.However, because the safety of the passenger is of utmost importance,the bumpers 350, 360, 370 can each be provided with safety devices thatcause the bumpers to quickly exert large squeezing and/or downwardforces on the wheeled mobility device 310 in the event of an adversedriving condition.

Moreover, the left-side and right-side bumpers 350, 360 may optionallyinclude secondary gripping members 355, 365 that are configured to pivotabout pivot points 352, 362 from a retracted position (FIG. 59 ) to anextended position (FIG. 60 ), whereby the secondary gripping members355, 365 will be positioned to engage with a forward facing surface orstructure of the wheeled mobility device 310, such as the front surfaceof a wheel. As discussed in more detail below, the secondary grippingmembers 355, 365 serve as a secondary safety device that can be deployedin the event of an adverse driving condition.

Other secondary safety devices can optionally be used in the alternativeor in combination with the secondary gripping members 355, 365,including but not limited to those disclosed in U.S. Provisional PatentApplication No. 62/825,325, filed on Mar. 28, 2019, such as: pressurebladders 510 built into one or more of the bumpers 350, 360, 370 thatare capable of quickly inflating through pneumatics, hydraulics,pyrotechnics, compressed gas containers, or other motive forces toenhance the engagement between contours on the engaging faces of thebumpers with various details on the wheeled mobility device 310 (seeFIGS. 77-78 ); magnetorheological fluid-filled bladders 520 built intoone or more of the bumpers 350, 360, 370 that can be energized to createa rigid topography that interlocks with details on the wheeled mobilitydevice 310 surfaces (see FIGS. 79-80 ); various contours, knobs,paddles, fingers, grippers, contour-conforming members, or otherextremities 530 that can be quickly deployed to interlock with detailson the wheeled mobility device 310 surfaces (see FIG. 81 ); an engagingmember 540 that is configured to quickly grab a portion of the wheeledmobility device, such as the wheel hub (see FIG. 82 ); a second set ofgripping members or bumpers 550, 560 that are, for example, hidden inthe floor and configured to deploy and make firm contact withinner-facing surfaces of the wheeled mobility device, such as the innersurfaces of the wheels (see FIGS. 83-84 ); one or a plurality of airbags570 installed in the bumpers, the wheeled mobility device, or otherstructures of the wheeled mobility device securement system or thevehicle (see FIGS. 85-97 ). Notably, any embodiment, including thetie-down systems described above, could embody and trigger any one ormore of these secondary safety devices at an appropriate phase of anadverse driving condition.

FIG. 59 shows the securement system at T0, at the moment of a front-sideaccident. At about this time, the computing device 110 will ascertainthat an adverse driving condition has occurred and will prepare todeploy one or more safety devices. In one embodiment, the computingdevice 110 may receive data indicating that the vehicle has experienceda large acceleration in the rearward direction, and will conclude thatthe adverse driving condition is a front-side impact. The computingdevice 110 will know to trigger one or more of the following safetydevices, preferably before T1 c, when the wheeled mobility device beginsits forward excursion: (1) a safety device that urges the bumpers 350,360 toward each other to increase the squeezing force on the wheeledmobility device; (2) a safety device that urges or pivots the bumpers350, 360 downward to push the wheeled mobility device 310 downwardagainst the floor; and/or (3) one or more secondary safety devices, suchas the safety device described above that quickly moves the secondarygripping members 355, 365 into its extended position. The computingdevice will then know to trigger a fast-acting safety device that movesthe rear-side bumper 370 after a pre-determined time delay has elapsed,where the pre-determined time delay corresponds to the rebound time forthe wheeled mobility device. Although not described for this embodiment,the computing device 110 could be programmed to deploy additional safetydevices to control further oscillations.

FIG. 60 shows the securement system after the front-side collision, atabout T1 c, before or approximately when the wheeled mobility device hasbegun its initial, forward excursion. The secondary gripping members355, 365 have been deployed, and downward force and additional squeezingforce have been applied via bumpers 350, 360.

FIG. 61 shows the securement system at about T2 c, when the wheeledmobility device has completed its initial, forward excursion (i.e.,approximately when the pre-determined time delay has elapsed). As can beseen, at T2 c, wheeled mobility device 310 has moved forward a distance,the front surfaces of the wheels are pressed against the secondarygripping members 355, 365, and a gap or space has formed between therear-side bumper 370 and the wheeled mobility device.

FIG. 62 shows the securement system immediately after the computingdevice 110 has triggered the safety device for the rear-side bumper 370(i.e., after the pre-determined time delay has elapsed). It can be seenthat a fast-acting device has moved the rear-side bumper 370 forward toclose the gap, ideally prior, at or about the time the wheeled mobilitydevice begins its secondary, rearward excursion.

While FIGS. 59-62 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facingorientation in a compression-based system while experiencing afront-side collision, the concepts described above may be applied duringa heavy braking event. In addition, the concepts describe above may beapplied in a rear-side collision or heavy acceleration event. Furtheryet, the concepts described above may be applied with a rear-facingwheeled mobility device that is experiencing a front-side or rear-sidecollision, a heavy braking event, or a heavy acceleration event. Evenfurther yet, the concepts described above may be applied with aside-facing wheeled mobility device that is experiencing a right-side orleft-side collision, or a long duration or sharp turn. Even further yet,the concepts described above for the moveable bumpers and secondarysafety devices may be applied to the use of a bumper in a tie-downsystem or other type of securement system.

Turning now to FIGS. 63-66 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, compression-based securement system during a left-sideimpact. In addition to the bumpers 350, 360, 370 described for theembodiment of FIGS. 59-72 , the securement system may optionally includesecondary safety devices, such as those in the form of bumpers 380, 390that are recessed in the floor and configured to deploy upward andoutward to make contact with inner-facing surfaces of the wheeledmobility device, such as the inner surfaces of the wheels.

FIG. 63 shows the securement system at T0, at the moment of a left-sideaccident. At about this time, the computing device 110 will ascertainthat an adverse driving condition has occurred and will prepare todeploy one or more safety devices. In one embodiment, the computingdevice 110 may receive data indicating that the vehicle has experienceda large acceleration in the rightward direction, and will conclude thatthe adverse driving condition is a left-side impact. The computingdevice 110 will know to trigger one or more of the following safetydevices, preferably before T1 c, when the wheeled mobility device beginsits forward excursion: (1) a safety device that urges the bumpers 350,360 toward each other to increase the squeezing force on the wheeledmobility device; (2) a safety device that urges or pivots the bumpers350, 360 downward to push the wheeled mobility device 310 downwardagainst the floor; and/or (3) one or more secondary safety devices, suchas the safety device described above that quickly moves the in-floorbumpers 380, 390 upward and outward into engagement with inward facingsurfaces of the wheeled mobility device 310. The computing device willthen know to trigger a fast-acting safety device that moves theright-side bumper 360 into contact with the wheeled mobility device 310after a pre-determined time delay has elapsed, where the pre-determinedtime delay corresponds to the rebound time for the wheeled mobilitydevice. Although not described for this embodiment, the computing device110 could be programmed to deploy additional safety devices to controlfurther oscillations, for example quickly moving the left-side bumper360 into contact with the wheeled mobility device 310 after a secondaryrebound.

FIG. 65 shows the securement system at about T2 c, when the wheeledmobility device has completed its initial, leftward excursion (i.e.,approximately when the pre-determined time delay has elapsed). At thispoint, the wheeled mobility device has moved left a distance andcompressed the bumpers 350, 390, and gaps or spaces have formed betweenthe wheeled mobility device and bumpers 360, 380.

FIG. 66 shows the securement system immediately after the computingdevice 110 has triggered the safety devices for the bumpers 360, 380(i.e., after the first pre-determined time delay has elapsed). It can beseen that a fast-acting device has moved the bumpers 360, 380 to theleft to close the gaps, ideally prior, at or about the time the wheeledmobility device begins its secondary, rearward excursion.

While FIGS. 63-66 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facingorientation in a compression-based system while experiencing a left-sidecollision, the concepts described above may be applied during aright-side collision, a long duration turn, or a sharp turn event. Inaddition, the concepts described above may be applied with a side-facingwheeled mobility device that is experiencing a front- or rear-sidecollision. Even further yet, the concepts described above for themoveable bumpers and secondary safety devices may be applied to the useof a bumper in a tie-down system or other type of securement system.

Turning now to FIGS. 67-71 , an exemplary implementation of an energymanagement system is shown to control excursions in a forward-facing,tie-down securement system during a vehicle roll-over to the right side.For purposes of simplicity, the wheeled mobility device 310 is shown inrear plan view with a left-side tie-down 322 and a right-side tie-down332, each of which could be representative of either or both of a frontrestraint and a rear restraint, and a bumper 340, which may or may notbe present. Accordingly, the accompanying description below isapplicable in any tie-down based system, whether a four-point,three-point, or two-point system, and whether or not a bumper ispresent.

FIG. 67 shows the tie-down securement system at T0, at the moment of therollover to the right side. At about this time, the computing device 110will ascertain that an adverse driving condition has occurred and willprepare to deploy one or more safety devices. In one embodiment, thecomputing device 110 may receive data indicating that the vehicle hasexperienced a rotation in the clockwise direction, and will concludethat the adverse driving condition is a rollover to the right side. Thecomputing device 110 will then know to trigger a fast-acting tensionerfor the left-side tie-down(s) 322 after a first pre-determined timedelay has elapsed, where the first pre-determined time delay correspondsto the rebound time for the wheeled mobility device. The computingdevice 110 will then know to trigger a fast-acting tensioner for theright-side tie-down 332 and a safety device for moving the bumper 340into contact with the wheeled mobility device 310 after a secondpre-determined time delay has elapsed, where the second pre-determinedtime delay corresponds to the secondary rebound time for the wheeledmobility device.

More particularly, FIG. 68 shows the tie-down securement system afterthe rollover to the right side of the vehicle, at about T2 c, when thewheeled mobility device 310 has completed its initial excursion in acounterclockwise direction relative to the vehicle (i.e., approximatelywhen the first pre-determined time delay has elapsed). As can be seen,at T2 c, wheeled mobility device 310 has rotated counterclockwise andpushed into the bumper 340, the right-side tie-down 332 has stretched,and the left-side tie-down 322 has slack in the webbing. FIG. 69 showsthe tie-down securement system immediately after the computing device110 has triggered the first safety device (i.e., after the firstpre-determined time delay has elapsed). It can be seen that afast-acting tensioner has removed the slack from the webbing in theleft-side tie-down(s) 322, ideally prior, at or about the time thewheeled mobility device begins its clockwise excursion. FIG. 70 showsthe tie-down securement system at about T3 c, when the wheeled mobilitydevice has completed its secondary, clockwise excursion (i.e.,approximately when the second pre-determined time delay has elapsed). Ascan be seen, at T3 c, the wheeled mobility device 310 has rotatedclockwise relative to the vehicle, although not as far as it otherwisewould if the computing device 110 did not trigger safety devices for theleft-side tie-down 322. In FIG. 70 (as compared to FIG. 69 ), theleft-side tie-down 322 has stretched, the right-side tie-down 332 mayhave slack in the webbing, and a space or gap may have formed betweenthe wheeled mobility device and the bumper 340. FIG. 71 shows thetie-down securement system immediately after the computing device 110has triggered the second safety devices (i.e., after the secondpre-determined time delay has elapsed). In FIG. 71 , it can be seen thata fast-acting tensioner has removed the slack from the webbing in theright-side tie-down 322 and the bumper 340 has moved to close the gap,ideally prior, at or about the time the wheeled mobility device beginsits tertiary, counterclockwise excursion. Additional bumper movement andtensioning events may be necessary or desirable in more severe events toaddress additional oscillations.

While FIGS. 67-71 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facing,tie-down securement system while experiencing a right-side rollover, theconcepts described above may be applied during a left-side roll-over, along duration turn, or a sharp turn event. In addition, the conceptsdescribed above may be applied with a rear-facing wheeled mobilitydevice that is experiencing a rollover, or a side-facing wheeledmobility device that is experiencing a front- or rear-side collision.Further yet, the concepts described above may be applicable to controlexcursions during a right-side or left-side impact for a wheeledmobility device and occupant having a high center of gravity.

Turning now to FIGS. 72-76 , an exemplary implementation of an energymanagement system is shown to control oscillating excursions in aforward-facing, compression-based securement system during a right-siderollover. In addition to the bumpers 350, 360 described for theembodiment of FIGS. 59-72 , the securement system may optionally includesecondary safety devices, such as those in the form of bumpers 380, 390that are recessed in the floor and configured to deploy upward andoutward to make contact with inner-facing surfaces of the wheeledmobility device, such as the inner surfaces of the wheels.

FIG. 72 shows the securement system at T0, at the moment of a rolloverto the right-side. At about this time, the computing device 110 willascertain that an adverse driving condition has occurred and willprepare to deploy one or more safety devices. In one embodiment, thecomputing device 110 may receive data indicating that the vehicle hasexperienced a rotation in the clockwise direction, and will concludethat the adverse driving condition is a rollover to the right side. Thecomputing device 110 may be programmed to trigger one or more of thefollowing safety devices before T1 c, when the wheeled mobility devicebegins its forward excursion: (1) a safety device that urges the bumpers350, 360 toward each other to increase the squeezing force on thewheeled mobility device; (2) a safety device that urges or pivots thebumpers 350, 360 downward to push the wheeled mobility device 310downward against the floor; and/or (3) one or more secondary safetydevices, such as the safety device described above that quickly movesthe in-floor bumpers 380, 390 upward and outward into engagement withinward facing surfaces of the wheeled mobility device 310. Additionallyor alternatively (the alternative scenario being shown in FIGS. 72-76 ),the computing device may be programmed to trigger a fast-acting safetydevice that moves the right-side bumpers 360, 390 into contact with thewheeled mobility device 310 after a first pre-determined time delay haselapsed, where the first pre-determined time delay corresponds to therebound time for the wheeled mobility device. The computing device mayalso be programmed to trigger a fast-acting safety device that moves theleft-side bumpers 350, 380 into contact with the wheeled mobility device310 after a second pre-determined time delay has elapsed, where thesecond pre-determined time delay corresponds to the secondary reboundtime for the wheeled mobility device.

FIG. 73 shows the securement system after the rollover to the right sideof the vehicle, at about T2 c, when the wheeled mobility device hascompleted its initial excursion in a counterclockwise direction relativeto the vehicle (i.e., approximately when the first pre-determined timedelay has elapsed). At this point, the wheeled mobility device hasrotated counterclockwise (relative to the vehicle) and pushed into thebumper 350, and a gap or space has formed between the wheeled mobilitydevice and bumper 360.

FIG. 74 shows the securement system immediately after the computingdevice 110 has triggered the safety devices for the bumpers 360, 390(i.e., after the first pre-determined time delay has elapsed). It can beseen that a fast-acting device has moved the bumpers 360, 390 toward thewheeled mobility device to close the gap, ideally prior, at or about thetime the wheeled mobility device begins its secondary excursion in theclockwise direction. FIG. 75 shows the securement system at about T3 c,when the wheeled mobility device has completed its secondary, clockwiseexcursion (i.e., approximately when the second pre-determined time delayhas elapsed). As can be seen, at T3 c, the wheeled mobility device 310has rotated clockwise relative to the vehicle, although not as far as itotherwise would if the computing device 110 did not trigger safetydevices for the bumpers 360, 290. In FIG. 75 (as compared to FIG. 74 ),the wheeled mobility device has pushed into both bumpers 360, 390, and agap or space may have formed between bumper 350 and the wheeled mobilitydevice 310. FIG. 76 shows the securement system immediately after thecomputing device 110 has triggered the second safety devices (i.e.,after the second pre-determined time delay has elapsed). In FIG. 76 , itcan be seen that a fast-acting safety device has moved bumpers 350, 380toward the wheeled mobility device to close the gap, ideally prior, ator about the time the wheeled mobility device begins its tertiary,counterclockwise excursion. Additional bumper movement events may benecessary or desirable in more severe events to address additionaloscillations.

While FIGS. 72-76 demonstrate how an energy management system could beimplemented for a wheeled mobility device secured in a forward-facing,compression-based securement system while experiencing a right-siderollover, the concepts described above may be applied during a left-sideroll-over, a long duration turn, or a sharp turn event. In addition, theconcepts described above may be applied with a rear-facing wheeledmobility device that is experiencing a rollover, or a side-facingwheeled mobility device that is experiencing a front- or rear-sidecollision. Further yet, the concepts described above may be applicableto control excursions during a right-side or left-side impact for awheeled mobility device and occupant having a high center of gravity.

Even further, FIGS. 4-76 , for purposes of simplicity, were described ashaving a computing device that was programmed to assume how the variousbelts and/or bumpers would react in an accident, and to trigger safetydevices based on that assumption. In more advanced systems, thecomputing device can monitor the dynamic characteristics of the vehicleand/or the wheeled mobility device and/or the securement system and totrigger safety devices based on the actual response of the system. Inother systems, the computing device can monitor the status of thesecurement system through various sensors, such as tension sensors fortie downs and pressure or proximity sensors for bumpers. Based on inputfrom those sensors, the computing device will be able to detect whereslack or gaps are forming (e.g., based on sensing a fast reduction intension or pressure, a proximity sensor or switch, etc.) and to triggerone or more safety devices to remove such slack or gaps at theappropriate time.

During some adverse driving conditions, it may be desirable to(additionally or alternatively) trigger safety devices in a mannerdesigned to keep the wheeled mobility device stationary, or at leastminimize movement. For example, in the forward-facing four-pointtie-down system shown in FIG. 4 , in a heavy braking event or otherscenario whether the vehicle experiences a rearward acceleration, it maybe preferable to trigger tensioning devices for the rear-side tie-downs330, 335 to prevent or minimize forward movement of the wheeled mobilitydevice, preferably at the same time or shortly after the computingsystem detects a rearward acceleration. The amount of tension appliedcan be selected or adjusted over time based on the magnitude of theacceleration experienced by the vehicle. Tightening the rear-sidetie-downs 330, 335 may prevent or minimize the slack created in thefront-side tie-downs 320, 325. At or about the time of the anticipatedor actual rebound, the tension on the rear-side tie-downs 330, 335 canbe released and/or tensioning devices for the front-side tie-downs 320,325 can be triggered. A similar procedure can be followed for subsequentoscillations, and for scenarios where the vehicle experiences a forwardacceleration.

Similarly, in the forward-facing four-point tie-down system shown inFIG. 9 , in a sharp right turning event or other scenario whether thevehicle experiences a rightward acceleration, it may be preferable totrigger tensioning devices for the right-front-side tie-down 325 andleft-rear-side tie-down 330 to prevent or minimize leftward movement ofthe wheeled mobility device, preferably at the same time or shortlyafter the computing system detects a rightward acceleration. The amountof tension applied can be selected or adjusted over time based on themagnitude of the acceleration experienced by the vehicle. Tightening theright-front-side tie-down 325 and left-rear-side tie-down 330 mayprevent or minimize the slack created in the left-front-side tie-down320 and right-rear-side tie-down 335. At or about the time of theanticipated or actual rebound, the tension on the right-front-sidetie-down 325 and left-rear-side tie-down 330 can be released and/ortensioning devices for the left-front-side tie-down 320 andright-rear-side tie-down 335 can be triggered. A similar procedure canbe followed for subsequent oscillations, and for scenarios where thevehicle experiences a leftward acceleration.

Similarly, in the forward-facing three-point tie-down system shown inFIG. 24 , in a sharp right turning event or other scenario whether thevehicle experiences a rightward acceleration, it may be preferable totrigger a tensioning device for the left-rear-side tie-down 330 and asafety device to move the bumper 340 into contact with the wheeledmobility device to prevent or minimize leftward movement of the wheeledmobility device, preferably at the same time or shortly after thecomputing system detects a rightward acceleration. The amount of tensionapplied by the tie-down and/or pressure applied by the bumper can beselected or adjusted over time based on the magnitude of theacceleration experienced by the vehicle. Tightening the left-rear-sidetie-down 330 and moving the bumper 340 into contact with the wheeledmobility device may prevent or minimize the slack created in theleft-front-side tie-down 320 and right-rear-side tie-down 335. At orabout the time of the anticipated or actual rebound, the tension on theleft-rear-side tie-down 330 and the pressure exerted by the bumper 340can be released and/or tensioning devices for the left-front-sidetie-down 320 and right-rear-side tie-down 335 can be triggered. Asimilar procedure can be followed for subsequent oscillations, and forscenarios where the vehicle experiences a leftward acceleration.

Similarly, in the forward-facing compression-based securement systemshown in FIG. 59 , in a heavy acceleration event or other scenariowhether the vehicle experiences a forward acceleration, it may bepreferable to trigger safety devices to apply additional squeezing forceon the wheeled mobility device 310 with the bumpers 350, 360, andforward force on the wheeled mobility device 310 with bumper 370 toprevent or minimize rearward movement of the wheeled mobility device,preferably at the same time or shortly after the computing systemdetects a forward acceleration of the vehicle. The amount of pressureapplied by the bumper can be selected or adjusted over time based on themagnitude of the acceleration experienced by the vehicle. These actionsmay prevent or minimize the gap or space created between the wheeledmobility device 310 and the bumper 370. At or about the time of theanticipated or actual rebound, the pressure exerted by the bumper 370can be released. A similar procedure can be followed for subsequentoscillations, and for scenarios where the vehicle experiences a rearwardacceleration.

Similarly, in the forward-facing compression-based securement systemshown in FIG. 63 , in a sharp right turning event or other scenariowhether the vehicle experiences a rightward acceleration, it may bepreferable to trigger a safety device to move the bumpers 350 and/or 390into contact with the wheeled mobility device to prevent or minimizeleftward movement of the wheeled mobility device, preferably at the sametime or shortly after the computing system detects a rightwardacceleration. The amount of pressure applied by the bumpers can beselected or adjusted over time based on the magnitude of theacceleration experienced by the vehicle. Moving the bumpers 350 and/or390 into contact with the wheeled mobility device may prevent orminimize the gap or space created between the wheeled mobility device310 and the bumper 360. At or about the time of the anticipated oractual rebound, the pressure exerted by the bumper 350 and/or 390 can bereleased and/or safety devices for the bumpers 360 and/or 380 can betriggered to move them into contact with the wheeled mobility device310. A similar procedure can be followed for subsequent oscillations,and for scenarios where the vehicle experiences a leftward acceleration.

Similarly, in the forward-facing four-point tie-down system shown inFIG. 67 , in a sharp right turning event or other scenario whether thevehicle experiences a rightward acceleration or clockwise rotation, itmay be preferable to trigger (a) a tensioning device for the right-sidetie-down 332 and/or (b) a safety device for the bumper 340 to move itinto contact with the wheeled mobility device 310, to prevent orminimize tipping (counterclockwise rotation) of the wheeled mobilitydevice, preferably at the same time or shortly after the computingsystem detects a rightward acceleration or clockwise rotation of thevehicle. The amount of tension applied by the tie-down and/or pressureapplied by the bumper can be selected or adjusted over time based on themagnitude of the acceleration experienced by the vehicle. Tightening theright-side tie-down 332 and/or moving the bumper 340 may prevent orminimize the slack created in the left-side tie-down 322. At or aboutthe time of the anticipated or actual rebound, the tension on theright-side tie-down 332 and the pressure applied by the bumper 340 canbe released and/or a tensioning device for the left-side tie-down 322can be triggered. A similar procedure can be followed for subsequentoscillations, and for scenarios where the vehicle experiences a leftwardacceleration or counterclockwise rotation.

Similarly, in the forward-facing compression-based system shown in FIG.72 , in a sharp right turning event or other scenario whether thevehicle experiences a rightward acceleration or clockwise rotation, itmay be preferable to trigger (a) a safety device for bumper 350 to applyinward pressure to the wheeled mobility device 310 and/or (b) a safetydevice for bumper 360 to apply downward pressure to the wheeled mobilitydevice 310 and/or (c) a safety device for bumper 390 to move bumper 390into contact with the wheeled mobility device 310, preferably at thesame time or shortly after the computing system detects a rightwardacceleration or clockwise rotation of the vehicle. The amount ofpressure applied by the bumpers can be selected or adjusted over timebased on the magnitude of the acceleration experienced by the vehicle.Taking such action may prevent or minimize the gap or space createdbetween the wheeled mobility device and the bumper 360. At or about thetime of the anticipated or actual rebound, the pressure applied by thebumpers 350 and/or 360 and/or 390 can be released and/or the computingdevice can trigger (a) a safety device for bumper 360 to apply inwardpressure to the wheeled mobility device 310 and/or (b) a safety devicefor bumper 350 to apply downward pressure to the wheeled mobility device310 and/or (c) a safety device for bumper 380 to move bumper 380 intocontact with the wheeled mobility device 310. A similar procedure can befollowed for subsequent oscillations, and for scenarios where thevehicle experiences a leftward acceleration or counterclockwiserotation.

During some adverse driving conditions, it may be desirable to(additionally or alternatively) trigger safety devices in a mannerdesigned to prevent crushing of the passenger between the wheeledmobility device and the occupant safety belt, or at least minimizecrushing. By monitoring the dynamic condition of the wheeled mobilitydevice and the passenger, using one or more of the methods describedabove, the computing device can trigger safety devices that (a) createor close a gap between the wheeled mobility device; (b) reduce orincrease the pressure exerted by the wheeled mobility device on thepassenger; and/or (c) reduce or increase the pressure exerted by theoccupant belts on the passenger.

In one embodiment, the computing device can trigger safety devicesdesigned to minimize the change in distance between the wheeled mobilitydevice 10 and the passenger 5. For example, with reference to FIG. 1 ,the computing device can trigger a tensioning device for the reartie-downs 20 before, at, or about T1 c to delay or slow the forwardexcursion to prevent a gap between the wheeled mobility device 10 andpassenger 5 from closing. The amount of tension applied can be selectedor adjusted over time based on the gap between the wheeled mobilitydevice or the rate of change in the gap. Additionally or alternatively,before, at, or about T1 p, the computing device can trigger a safetydevice for the occupant restraint retractors to allow some webbing toslowly release over time, thereby allowing the passenger to move at orabout the same pace as the wheeled mobility device. The rate of releasecan be selected or adjusted over time based on the gap between thewheeled mobility device or the rate of change in the gap. Additionallyor alternatively, before, at, or about T2 c, the computing device cantrigger a tensioning device for the front tie-downs 30 to cause thewheeled mobility device 10 (a) to continue its forward excursion,thereby allowing the wheeled mobility device to continue its forwardexcursion at or about the same pace as the passenger, and/or (b) todelay or slow the rearward excursion of the wheeled mobility device toprevent a gap between the wheeled mobility device 10 and passenger 5from increasing. The amount of tension applied can be selected oradjusted over time based on the gap between the wheeled mobility deviceor the rate of change in the gap. Additionally or alternatively, before,at, or about T3 c, the computing device can trigger a tensioning devicefor the rear tie-downs 20 to cause the wheeled mobility device 10 (a) tocontinue its rearward excursion, thereby allowing the wheeled mobilitydevice to continue its forward excursion at or about the same pace asthe passenger, and/or (b) to delay or slow the forward excursion of thewheeled mobility device to prevent a gap between the wheeled mobilitydevice 10 and passenger 5 from closing. The amount of tension appliedcan be selected or adjusted over time based on the gap between thewheeled mobility device or the rate of change in the gap.

In other embodiments, the computing device can track the anticipated oractual position of the wheeled mobility device and the passenger, andmake continuous adjustments during the entire adverse driving scenarioto: (a) keep the space between the two relatively constant, (b) keep thespace between the two above a lower threshold, or between an upper andlower threshold, (c) keep the force exerted on the passenger by one orboth of the wheeled mobility device and occupant restraints below athreshold, or between upper and lower thresholds, and/or (d) keep thesqueezing force below a threshold or between an upper and lowerthreshold. In one embodiment, the computing device will monitor theforce being exerted on the passenger 5 by the occupant restraints, andcause a slow release of webbing from the occupant restraint retractorswhen the force exceeds a certain threshold. The rate of release can beincreased if the force continues to increase above a second threshold,in proportion to the rate of increase in force, or based on the rate ofincrease in force. In another embodiment, the computing device willmonitor the squeezing force being exerted on the passenger 5 by thewheeled mobility device 10 and the occupant restraints, and if thesqueezing force exceeds a certain threshold, trigger safety devices thatallow webbing to be released from the occupant restraint retractorsand/or slow the forward excursion of the wheeled mobility device and/orallow or cause the wheeled mobility device to accelerate rearward.

During some adverse driving conditions, it may be desirable to(additionally or alternatively) trigger airbag devices to controlexcursions of the passenger and/or the wheeled mobility device. Forexample, in one embodiment shown in FIG. 94 , one or more airbags 401,402, 403, 404 can placed on one or more, or each, of the front-side,rear-side, left-side, and right-side of the wheeled mobility device 410,and can be used to control excursions of the wheeled mobility device410. In a front-side impact, the front-side airbag 401 can be triggeredto control the forward excursion of the wheeled mobility device 410. Ator shortly after the initial, rearward rebound, the rear-side airbag 402can be triggered to control the rearward excursion. Additional airbagscould be triggered to control subsequent rebounds and oscillations. Theopposite would occur in a rear-side impact. In a left-side impact, theleft-side airbag 403 can be triggered to control the leftward excursionof the wheeled mobility device 410. At or shortly after the initial,leftward rebound, the right-side airbag 404 can be triggered to controlthe rightward excursion. Additional airbags could be triggered tocontrol subsequent rebounds and oscillations. The opposite would occurin a right-side impact.

In certain vehicles, including wheelchair-accessible, rear-entryminivans 600 shown in FIGS. 95-97 that have rear-entry ramps 620 thatare stored behind the passenger's 630 head during transit of the wheeledmobility device 610, it is desirable to strategically place airbags 640,650, 660 to control rearward excursion of the passenger's head. In oneembodiment, the airbag 640 deploys from the ramp 620. In anotherembodiment, the airbag 650 deploys from a surface or structure of thevehicle 600, such as the ceiling, wall, or pillar. In other embodiments,the airbag 660 may be integrated into and deploy from the wheeledmobility device 610. In a front-side impact, the airbags 640, 650, 660can be triggered at, about, or after the passenger begins its rebound inthe rear direction. In a rear-side impact, the airbags 640, 650, 660 canbe triggered when the accident is detected, or at, about, or after thepassenger begins its rearward excursion. In some embodiments, thecomputing system can monitor the dynamic status of the passenger anddeploy the airbags 640, 650, 660 when rearward movement of the passengeror the passenger's head is detected. The airbag can be large, and/orcontrol rearward excursion of one or more of the passenger's head,passenger's back, the seat back of the wheeled mobility device, and thewheeled mobility device.

Although the inventions described and claimed herein have been describedin considerable detail with reference to certain embodiments, oneskilled in the art will appreciate that the inventions described andclaimed herein can be practiced by other than those embodiments, whichhave been presented for purposes of illustration and not of limitation.Therefore, the spirit and scope of the appended claims should not belimited to the description of the embodiments contained herein.

For instance, although only some types of wheeled mobility devicesecurement systems are shown in the Figures and described above, it iscontemplated that the principles described above can be modified for usein any wheeled mobility device securement system, and any configuration(forward-facing, rearward facing, etc.). Moreover, although only someadverse driving scenarios are shown and described above, it iscontemplated that the principles described above can be modified to beappropriate for other adverse driving scenarios. Even further, it iscontemplated that the principles described above can be used forsecurement of other types of mobility devices, including walkers,strollers, buggies, infant and toddler car seat and boosters, etc.

For the avoidance of doubt, the terms wheeled mobility device andwheelchair are used interchangeably herein and are intended to broadlyencompass all types of wheeled mobility devices including manual andpowered wheelchairs and scooters. Moreover, while the presentapplication often refers to tie-downs comprising webbing, it isrecognized that tie-downs can take many forms, including for examplecords and cables, and the principles described herein are applicable tosecurement systems using any form of tie-down.

In addition, the concepts described above may be applied in mirror imagesecurement systems. For example, the three point system shown in FIGS.19-28 may have a right-front-side tie down, rather than theleft-front-side tie down 320, and may also have the bumper 340 locatedon the right side, rather than the left. Moreover, any securement systemmay incorporate one or more bumpers located on any one or more of thefour sides of the wheeled mobility device, which may be controlled toreduce excursions in the manners described herein.

1. A wheelchair accessible vehicle for transporting a wheelchairoccupant while seated in a wheelchair, the wheelchair accessible vehiclecomprising: a securement system for releasably securing at least one ofthe wheelchair occupant and the wheelchair; and, at least one processorand at least one storage medium, the at least one storage medium havinginstructions stored therein, which when executed by the at least oneprocessor causes the at least one processor to perform operationscomprising storing data indicative of at least one characteristic of atleast one of the securement system, the wheelchair occupant, and thewheelchair during an adverse driving event on the at least one storagemedium.
 2. The wheelchair accessible vehicle of claim 1, wherein thedata includes dynamic information concerning the wheelchair accessiblevehicle.
 3. The wheelchair accessible vehicle of claim 1 furthercomprising at least one sensor generating a signal indicative of the atleast one characteristic of one of the securement system, the wheelchairoccupant, and the wheelchair.
 4. The wheelchair accessible vehicle ofclaim 3, wherein the operations performed by the at least one processorfurther comprises monitoring the data to identify the adverse drivingcondition.
 5. The wheelchair accessible vehicle of claim 3, wherein thesensor comprises a camera in a video-based analytic system that monitorsthe wheelchair occupant and wheelchair in the wheelchair securementsystem.
 6. The wheelchair accessible vehicle of claim 1, wherein the atleast one characteristic includes a status of the wheelchair securementsystem.
 7. The wheelchair accessible vehicle of claim 6, wherein thestatus is whether the wheelchair is engaged by the wheelchair securementsystem.
 8. The wheelchair accessible vehicle of claim 6, wherein thewheelchair securement system comprises a plurality of tie-downs and thestatus is the number of tie-downs utilized to secure the wheelchair. 9.The wheelchair accessible vehicle of claim 6, wherein the status is aposition of the wheelchair securement system.
 10. The wheelchairaccessible vehicle of claim 9, wherein the position is an angle of awheelchair tie-down.
 11. The wheelchair accessible vehicle of claim 9,wherein the position is a location of a wheelchair engagement member.12. The wheelchair accessible vehicle of claim 6, wherein the status isa force applied to the wheelchair by the wheelchair securement system.13. The wheelchair accessible vehicle of claim 12, wherein the force isa tension in a wheelchair tie-down.
 14. The wheelchair accessiblevehicle of claim 12, wherein the force is a compressive force applied tothe wheelchair by a plurality of wheelchair engagement members.
 15. Thewheelchair accessible vehicle of claim 1, wherein the at least onecharacteristic includes a status of at least one of the wheelchair andthe wheelchair occupant.
 16. The wheelchair accessible vehicle of claim15, wherein the status is a location of at least one of the wheelchairand the wheelchair occupant in the wheelchair accessible vehicle. 17.The wheelchair accessible vehicle of claim 15, wherein the status is anorientation of at least one of the wheelchair and the wheelchairoccupant.
 18. The wheelchair accessible vehicle of claim 15, wherein thestatus is at least one of a direction of movement, a velocity, and anacceleration of at least one of the wheelchair and the wheelchairoccupant.
 19. The wheelchair accessible vehicle of claim 1, wherein theat least one characteristic is an identity of at least one of thewheelchair occupant and the wheelchair.
 20. The wheelchair accessiblevehicle of claim 1, wherein: the operations performed by the at leastone processor further comprises triggering a safety device for at leastone of the wheelchair occupant and the wheelchair during the adversedriving event; and, the data includes information associated with thetriggering of the safety device.
 21. A computer implemented methodcomprising: identifying data indicative of at least one characteristicof at least one of a wheelchair occupant, a wheelchair, and a securementsystem securing the wheelchair in a wheelchair accessible vehicle duringan adverse driving event; and, storing the data in on a storage medium.22. A storage medium for wheelchair accessible vehicle configured with asecurement system to transport a wheelchair occupant while seated in awheelchair, the storage medium comprising instructions stored therein,which when executed by at least one processor causes the at least oneprocessor to perform operations comprising storing data indicative of atleast one characteristic of at least one of the securement system, thewheelchair occupant, and the wheelchair during an adverse driving eventon the storage medium.